JP5387432B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle having an electrically heated catalyst on an exhaust passage.

  2. Description of the Related Art Conventionally, a technique for purifying exhaust gas using an electrically heated catalyst (hereinafter also referred to as “EHC (Electrically Heated Catalyst)”) disposed on an exhaust passage is known. For example, Patent Document 1 describes a hybrid vehicle having an engine and a motor generator as a vehicle drive source and having an EHC on an exhaust passage. Specifically, in this hybrid vehicle, the vehicle is driven by the output of the electric motor without starting the engine until the catalyst is activated, that is, EV driving is performed. After the catalyst is activated, the electric motor is stopped and the engine is started, and the vehicle is driven by the output of the engine.

JP-A-4-274926

  As described above, in the technique described in Patent Document 1, EV travel is performed during catalyst warm-up, but such EV travel continues until the catalyst is activated in a state where a certain degree of emission performance can be secured. Is done. For this reason, it is desirable to mount a large number of batteries, which may increase the cost and weight.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can appropriately reduce battery consumption during catalyst warm-up.

In one aspect of the present invention, an internal combustion engine, a motor generator that operates by electric power of a battery, a catalyst provided on an exhaust passage of the internal combustion engine, and heating that heats the catalyst using electric power of the battery And a control device for a hybrid vehicle having a heating means that warms the catalyst by the heating means when a required driving power from the driver is higher than a predetermined determination value when the warming-up request for the catalyst is received. Catalyst warm-up means, and control means for controlling the internal combustion engine so as to realize the travel required power only by the output of the internal combustion engine when the catalyst warm-up means warms up the catalyst by the heating means. , wherein the catalyst warm-up unit, when the drive power demand is less than the judgment value, instead of the heating means, the exhaust gas by the internal combustion engine The catalyst is warmed up, and the control means is configured to realize the travel required power only by the output of the motor generator when the catalyst warm-up means warms up the catalyst with the exhaust gas. The output of the motor generator is controlled, and the determination value is a value corresponding to electric power required to operate the heating means.

The control device for a hybrid vehicle includes an internal combustion engine and a motor generator as a vehicle drive source, and also includes a catalyst and a heating unit that heats the catalyst using electric power of a battery. For example, the heating means is a heater, and the catalyst and the heating means constitute an electrically heated catalyst (EHC). When there is a catalyst warm-up request, the catalyst warm-up means heats up when the required travel power from the driver is higher than a predetermined judgment value (a value corresponding to the electric power required to operate the heating means). Warm up the catalyst by means. In this case, the control means controls the output of the internal combustion engine so as to satisfy the required travel power. That is, the hybrid vehicle is driven using only the output of the internal combustion engine. Basically, it can be said that the energy required for the heating means for warming up the catalyst is smaller than the traveling energy for EV traveling. Therefore, by warming up the catalyst by the heating means as described above, it is possible to appropriately reduce battery consumption when the catalyst is warmed up, compared with the case where the catalyst is warmed up by the exhaust gas of the internal combustion engine. Become. In the present specification, “battery consumption” means power consumption of the battery.
Further, the catalyst warm-up means warms up the catalyst with exhaust gas from the internal combustion engine without using the heating means, for example, during light load traveling when the required travel power is less than the determination value. In this case, the control means controls the output of the motor generator so as to satisfy the required travel power. That is, the hybrid vehicle is allowed to travel by EV. When the travel required power is less than or equal to the judgment value, the catalyst warm-up with the exhaust gas of the internal combustion engine, that is, the EV travel during the catalyst warm-up, rather than the catalyst warm-up with the heating means, It can be said that battery consumption tends to be small. Therefore, the catalyst warm-up means warms up the catalyst with the exhaust gas of the internal combustion engine instead of the heating means when the required travel power is equal to or less than the determination value. Thereby, the battery consumption at the time of catalyst warm-up can be reduced more.

  In another aspect of the hybrid vehicle control device, when the catalyst warm-up means warms up the catalyst with the exhaust gas, at least control for giving priority to an increase in the exhaust gas temperature is applied to the internal combustion engine. And when the catalyst warm-up means warms up the catalyst by the heating means, the engine further includes a means for controlling the internal combustion engine with priority on fuel consumption over an increase in the exhaust gas temperature. .

  According to this aspect, in addition to improving the thermal efficiency of the internal combustion engine body, it is possible to further reduce the battery assist power during catalyst warm-up.

In another aspect of the hybrid vehicle control device, when the value of noise and / or vibration generated by the hybrid vehicle is greater than or equal to a predetermined value when the catalyst is warmed up, the noise and / or vibration is reduced. The apparatus further includes determination value setting means for making the determination value smaller than when the value is less than the predetermined value.

  In this aspect, when the NV (noise vibration, in other words, equivalent to noise and / or vibration) generated by the hybrid vehicle is equal to or greater than a predetermined value, the determination value setting means is when the NV is less than the predetermined value. As compared with the above, the determination value used for determining the required travel power is set to be small. Here, the NV generated by the hybrid vehicle is, for example, battery fan noise, carrier noise, booming noise, rattling noise, etc., which are detected by the occupant during EV traveling, light load of the internal combustion engine, or idling. You may feel uncomfortable. Further, the predetermined value used for the NV determination is set based on, for example, an NV threshold that an occupant feels uncomfortable.

  As described above, when the NV generated by the hybrid vehicle is greater than or equal to a predetermined value, the determination value is set to be small, so that the catalyst is easily warmed up by the heating means, and traveling using the output of the internal combustion engine is easily performed. Become. Therefore, since the internal combustion engine can output a normal power, various NVs emitted from the vehicle can be mixed. Therefore, it is possible to appropriately suppress the discomfort of the occupant due to various NVs emitted by the vehicle.

Preferably, the determination value setting means determines whether or not the value of noise and / or vibration generated by the hybrid vehicle is greater than or equal to the predetermined value based on sound pressure of various noises generated by the hybrid vehicle. judge. In this case, the determination value setting means determines the above-described determination value when the sound pressure [dB] of various noises generated by the hybrid vehicle is predicted to be larger than, for example, a sensory acceptable noise threshold [dB]. Make it smaller.

The schematic block diagram of the hybrid vehicle in this embodiment is shown. The schematic block diagram of the engine in this embodiment is shown. It is a flowchart which shows the control processing which concerns on 1st Embodiment. It is a flowchart which shows the control processing which concerns on 2nd Embodiment. It is a flowchart which shows the control processing which concerns on 3rd Embodiment.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
[Device configuration]
FIG. 1 is a schematic configuration diagram of a hybrid vehicle 100 in the present embodiment. Note that broken line arrows in FIG. 1 indicate signal input / output.

  The hybrid vehicle 100 mainly includes an engine (internal combustion engine) 1, an axle 20, drive wheels 30, a first motor generator MG1, a second motor generator MG2, a power split mechanism 40, an inverter 50a, 50b, a battery 60, and an ECU (Electronic Control Unit) 70.

  The axle 20 is a part of a power transmission system that transmits the power of the engine 1 and the second motor generator MG2 to the wheels 30. The wheels 30 are wheels of the hybrid vehicle 100, and only the left and right front wheels are particularly shown in FIG. The engine 1 is composed of a gasoline engine, for example, and functions as a power source that outputs the main propulsive force of the hybrid vehicle 100. Various controls are performed on the engine 1 by the ECU 70.

  The first motor generator MG1 is configured to function mainly as a power generator for charging the battery 60 or a power generator for supplying power to the second motor generator MG2. Generate electricity. The second motor generator MG2 is mainly configured to function as an electric motor that assists (assists) the output of the engine 1. These motor generators MG1 and MG2 are configured as, for example, synchronous motor generators, and include a rotor having a plurality of permanent magnets on the outer peripheral surface and a stator wound with a three-phase coil that forms a rotating magnetic field.

  Power split device 40 corresponds to a planetary gear (planetary gear mechanism) configured to include a sun gear, a ring gear, and the like, and is configured to be able to distribute the output of engine 1 to first motor generator MG1 and axle 20. ing.

  Inverter 50a is a DC / AC converter that controls input / output of electric power between battery 60 and first motor generator MG1, and inverter 50b is an inverter that converts electric power between battery 60 and second motor generator MG2. This is a DC / AC converter that controls input and output. For example, the inverter 50a converts the AC power generated by the first motor generator MG1 into DC power and supplies it to the battery 60, and the inverter 50b converts the DC power extracted from the battery 60 into AC power. 2 is supplied to the motor generator MG2.

  The battery 60 is configured to be capable of functioning as a power source for driving the first motor generator MG1 and / or the second motor generator MG2, and the first motor generator MG1 and / or the second motor. It is a storage battery configured to be able to charge power generated by the generator MG2.

  Hereinafter, the first motor generator MG1 and the second motor generator MG2 are simply referred to as “motor generator MG”.

  The ECU 70 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown), and performs various controls on each component in the hybrid vehicle 100. Although details will be described later, the ECU 70 functions as catalyst warm-up means and control means in the present invention.

  Next, the engine 1 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram of the engine 1. In FIG. 2, a solid line arrow indicates an example of a gas flow, and a broken line arrow indicates signal input / output.

  The engine 1 mainly includes an intake passage 3, a throttle valve 4, a fuel injection valve 5, a cylinder 6a, an intake valve 7, an exhaust valve 8, a spark plug 9, a variable valve timing mechanism 10, and an exhaust. A passage 12, an electrically heated catalyst (EHC) 13, and an EGR (Exhaust Gas Recirculation) device 14 are included. In FIG. 2, only one cylinder 6a is shown for convenience of explanation, but the engine 1 actually has a plurality of cylinders 6a.

  Intake air (air) introduced from outside passes through the intake passage 3, and the throttle valve 4 adjusts the flow rate of gas passing through the intake passage 3. The throttle valve 4 has its opening degree controlled by a control signal S4 supplied from the ECU 70. The intake air that has passed through the intake passage 3 is supplied to the combustion chamber 6b. The fuel injected by the fuel injection valve 5 is supplied to the combustion chamber 6b.

  An intake valve 7 and an exhaust valve 8 are provided in the combustion chamber 6b. The intake valve 7 controls communication / blocking between the intake passage 3 and the combustion chamber 6b by opening and closing. The valve timing of the intake valve 7 is controlled by the variable valve timing mechanism 10. Specifically, the opening timing and closing timing are controlled. The variable valve timing mechanism 10 is configured to be able to change the operating angle (in other words, the lift amount) or the phase of the intake valve 7. The variable valve timing mechanism 10 controls, for example, the phase of the valve timing between the intake valve 7 and the exhaust valve 8 by a control signal S10 supplied from the ECU 70. On the other hand, the exhaust valve 8 controls communication / blocking between the combustion chamber 6b and the exhaust passage 12 by opening and closing.

  FIG. 2 shows an example in which only the intake valve 7 has a variable valve timing. However, the present invention is not limited to this, and not only the intake valve 7 but also the exhaust valve 8 may have a variable valve timing. good.

  In the combustion chamber 6b, the air-fuel mixture of intake air and fuel supplied as described above is burned by being ignited by the spark plug 9. The ignition timing of the ignition plug 9 is controlled by a control signal S9 supplied from the ECU 70. By such combustion, the piston 6c reciprocates, the reciprocating motion is transmitted to the crankshaft (not shown) via the connecting rod 6d, and the crankshaft rotates. Exhaust gas generated by combustion in the combustion chamber 6 b is exhausted from the exhaust passage 12.

  An EHC 13 is provided on the exhaust passage 12. The EHC 13 includes a catalyst that can purify NOx, SOx, and the like in the exhaust gas, a heater that can heat the catalyst when energized (specifically, an electric heater), and the like. The heater in the EHC 13 corresponds to a heating unit, and heats the catalyst using the electric power of the battery 60. Further, the operation of the heater is controlled by a control signal S13 supplied from the ECU 70. Hereinafter, when the term “catalyst” is used, it refers to the catalyst that the EHC 13 has, and when the term “heater” is used, it refers to the heater that the EHC 13 has.

  The engine 1 is provided with an EGR device 14 configured to recirculate exhaust gas to the intake side. Specifically, the EGR device 14 includes an EGR passage 14a having one end connected to the exhaust passage 12 and the other end connected to the intake passage 3, an EGR valve 14b that adjusts the amount of EGR gas recirculated to the intake side, Have The opening degree of the EGR valve 14b is controlled by a control signal S14b supplied from the ECU 70.

  The ECU 70 acquires a detection signal S18 corresponding to the vehicle speed detected by the vehicle speed sensor 18 and a detection signal S19 corresponding to the accelerator opening detected by the accelerator opening sensor 19, and based on these, each component in the hybrid vehicle 100 is obtained. Control is performed on elements (including components in the engine 1).

[Control method]
Next, a control method performed by the ECU 70 in the present embodiment will be described.

(First embodiment)
In the first embodiment, when there is a catalyst warm-up request at the time of start-up or the like, the ECU 70 controls the warm-up of the catalyst by comparing the required travel power from the driver with a predetermined determination value. I do. Specifically, ECU 70 uses the value corresponding to the electric power necessary to operate the heater as the determination value (hereinafter referred to as “EHC operation determination value”), and the required travel power and EHC operation determination value. Compare When the required traveling power is higher than the EHC operation determination value, ECU 70 warms up the catalyst with a heater (hereinafter referred to as “catalyst warm-up with heater”). In this case, the ECU 70 controls the output of the engine 1 so as to satisfy the required travel power. That is, the hybrid vehicle 100 is driven using the output of the engine 1.

  In contrast, the ECU 70 warms up the catalyst with the exhaust gas of the engine 1 without using a heater when the required travel power is equal to or less than the EHC operation determination value (hereinafter referred to as “catalyst warm-up by the engine 1”). "). That is, the catalyst is warmed up by the heat of the exhaust gas. In this case, ECU 70 controls the output of motor generator MG so as to satisfy the required travel power. That is, the hybrid vehicle 100 is caused to travel by EV using the output of the motor generator MG. In addition, when performing catalyst warm-up by the engine 1, the ECU 70 causes the engine 1 to perform an operation equivalent to an idle operation.

  The reason for performing such control is as follows. Considering the case where only the catalyst warm-up by the engine 1 is performed without performing the catalyst warm-up by the heater, in this case, the EV running is basically performed using the battery power without using the engine output. . Such EV traveling is continued until the catalyst is activated in a state where a certain degree of emission performance can be secured. For this reason, since it is desirable to mount a large number of batteries, it is considered that cost and weight build tend to increase.

  On the other hand, considering the case where the catalyst is warmed up by the heater, this case basically corresponds to the energy required for the heater for warming up the catalyst (corresponding to the EHC operation determination value. The same applies hereinafter). ) Is smaller than the running energy for EV running. Therefore, it can be said that when the catalyst is warmed up by the heater, the battery can be reduced in size as compared with the case where the catalyst is warmed up by the engine 1. That is, battery consumption can be reduced. Therefore, from the viewpoint of reducing battery consumption, it is basically desirable to warm up the catalyst with a heater.

  However, depending on the travel request (for example, when the load is light), the travel energy may be smaller than the energy required for the heater. In this case, it can be said that when the catalyst is warmed up by the heater, the battery consumption tends to be larger than when the catalyst is warmed up by the engine 1. This is because the battery power for operating the heater is larger than the battery power for performing EV traveling. In such a case, it can be said that it is more desirable to use battery power for EV travel than for heater. That is, when the running energy is smaller than the energy required for the heater, it is considered that it is more preferable to perform the catalyst warm-up by the engine 1 than the catalyst warm-up by the heater from the viewpoint of reducing battery consumption.

  From the above, in the first embodiment, the ECU 70 uses the EHC operation determination value corresponding to the energy required for the heater to compare the required travel power with the EHC operation determination value, thereby heating the catalyst by the heater. Or whether the catalyst is warmed up by the exhaust gas of the engine 1 is determined. Specifically, when there is a catalyst warm-up request, if the travel request power is higher than the EHC operation determination value, the ECU 70 performs catalyst warm-up with a heater, and the travel request power is equal to or less than the EHC operation determination value. If it is, the catalyst 1 is warmed up by the engine 1. Thereby, it is possible to minimize the battery power consumption when the catalyst is warmed up.

  FIG. 3 is a flowchart showing a control process according to the first embodiment. This process is repeatedly executed at a predetermined cycle by the ECU 70 when the engine 1 is started, for example.

  First, in step S101, the ECU 70 acquires the vehicle speed detected by the vehicle speed sensor 18 and the accelerator opening detected by the accelerator opening sensor 19 (corresponding to the detection signals S18 and S19, respectively), and calculates the required driving power of the driver. To do. Then, the process proceeds to step S102.

  In step S102, the ECU 70 determines whether or not there is a catalyst warm-up request. For example, the ECU 70 performs the determination based on the temperature of the catalyst or the like. If there is a catalyst warm-up request (step S102; Yes), the process proceeds to step S103. If there is no catalyst warm-up request (step S102; No), the process ends.

  In step S103, the ECU 70 acquires the system state of the hybrid vehicle 100. Specifically, the ECU 70 acquires a system state necessary for making a determination regarding permission to warm up the catalyst (determination in the next step S104). For example, the ECU 70 acquires the output limit (Wout) of the battery 60, the state of charge (SOC) of the battery 60, the voltage of the battery 60, and the like as the system state. Then, the process proceeds to step S104.

  In step S104, the ECU 70 determines whether or not the catalyst warm-up may be permitted based on the system state acquired in step S103. For example, when the ECU 70 performs control for warming up the catalyst, the ECU 70 is limited by a limit value such as an output limit (Wout) of the battery 60, a state of charge (SOC) of the battery 60, or a voltage of the battery 60. Does not allow catalyst warm-up. If the catalyst warm-up can be permitted (step S104; Yes), the process proceeds to step S105. If the catalyst warm-up cannot be permitted (step S104; No), the process ends.

  In step S105, the ECU 70 determines whether or not the required travel power calculated in step S101 is higher than the EHC operation determination value. The EHC operation determination value is a preset value, for example, a fixed value is used.

  When the required travel power is higher than the EHC operation determination value (step S105; Yes), that is, when the medium to high load traveling is requested, the process proceeds to step S106. In step S106, the ECU 70 warms up the catalyst with a heater. In this case, ECU 70 causes hybrid vehicle 100 to travel using the output of engine 1. Then, the process ends.

  On the other hand, when the travel required power is equal to or less than the EHC operation determination value (step S105; No), that is, when the light load travel is requested, the process proceeds to step S107. In step S107, the ECU 70 warms up the catalyst by the engine 1. In this case, ECU 70 causes hybrid vehicle 100 to travel by EV using the output of motor generator MG. Further, the ECU 70 causes the engine 1 to perform an operation equivalent to an idle operation. Then, the process ends.

  According to the first embodiment described above, either the catalyst warm-up by the heater or the catalyst warm-up by the engine 1 can be appropriately selected according to the required travel power, and the battery consumption during catalyst warm-up can be reduced. It can be minimized.

(Second Embodiment)
Next, a second embodiment will be described. In the second embodiment, the ECU 70 executes the following control in addition to the control shown in the first embodiment.

  In the second embodiment, when performing catalyst warm-up by the engine 1, the ECU 70 performs control giving priority to at least an increase in exhaust gas temperature. Specifically, the ECU 70 retards the ignition timing in order to raise the exhaust gas temperature, and the phase of the valve timing between the intake valve 7 and the exhaust valve 8 (hereinafter referred to as “VVT phase”). Control to retard the angle. In addition, when the catalyst 1 is warmed up by the engine 1 in this way, the ECU 70 prohibits the operation of the EGR device 14 for combustion stabilization and controls the closing of the throttle valve 4 to promote fuel vaporization. . By performing such control, the catalyst can be appropriately warmed up early and the EV running time can be shortened, so that the battery assist power during catalyst warm-up can be further reduced. It becomes.

  On the other hand, when the catalyst is warmed up by the heater, the ECU 70 does not warm up the catalyst by the exhaust gas, unlike when the catalyst is warmed up by the engine 1, so that the fuel consumption is higher than the rise of the exhaust gas temperature. Priority is given to control. Specifically, the ECU 70 performs control to advance the ignition timing and the VVT phase, compared with the case where the engine 1 is warmed up in order to optimize fuel consumption. In addition, when the catalyst warm-up is performed by the heater in this way, the ECU 70 permits the operation of the EGR device 14 and controls the throttle valve 4 to be closed, that is, the throttle valve 4 is closed. Is prohibited. By performing such control, it becomes possible to optimize the fuel consumption when the catalyst is warmed up by the heater.

  FIG. 4 is a flowchart showing a control process according to the second embodiment. This process is also repeatedly executed at a predetermined cycle by the ECU 70 when the engine 1 is started, for example.

  Since the processes of steps S201 to S207 are the same as the processes of steps S101 to S107 described above (see FIG. 3), description thereof will be omitted. Here, only the processing of steps S208 and S209 will be described.

  The process of step S208 is executed after the process of step S206, that is, when the catalyst is warmed up by the heater. In step S208, the ECU 70 performs control for advancing the ignition timing and the VVT phase, compared with the case where the catalyst 1 is warmed up by the engine 1 in order to optimize fuel consumption. In addition, the ECU 70 permits the operation of the EGR device 14 (specifically, controls the EGR valve 14b to the opening side) and performs control to reduce the closing of the throttle valve 4. Then, the process ends.

  On the other hand, the process of step S209 is executed after the process of step S207, that is, when the catalyst 1 is warmed up by the engine 1. In step S209, the ECU 70 performs control to retard the ignition timing and the VVT phase in order to increase the exhaust gas temperature. Further, the ECU 70 prohibits the operation of the EGR device 14 (specifically, controls the EGR valve 14b to be closed) and controls the throttle valve 4 to close. Then, the process ends.

  According to the second embodiment described above, in addition to improving the thermal efficiency of the engine 1 body, it is possible to further reduce the battery assist power during catalyst warm-up.

(Third embodiment)
Next, a third embodiment will be described. In the third embodiment, the ECU 70 functions as a determination value setting means, and takes into account various NVs generated on the vehicle side (meaning “noise vibration”; the same shall apply hereinafter) and by using a heater. It differs from the first and second embodiments in that it determines whether catalyst warm-up is performed or catalyst warm-up is performed by the exhaust gas of the engine 1. Here, various types of NV on the vehicle side include, for example, battery fan noise, carrier noise, booming noise, and rattling noise, which are related to the amplitude and frequency of noise and vibration generated by the vehicle. It is. Such various NVs may cause the occupant to feel uncomfortable because the engine noise is low during EV traveling, when the engine is lightly loaded, and when idling.

  Specifically, the ECU 70 preferentially executes catalyst warm-up by the heater when various NVs on the vehicle side are large. Specifically, the ECU 70 reduces the EHC operation determination value used for determining the required travel power when the various NVs on the vehicle side are large compared to when the various NVs are small. More specifically, the ECU 70 determines the EHC operation determination value when the sound pressure [dB] of various noises generated by the hybrid vehicle 100 is predicted to be larger than the noise threshold [dB] that can be allowed by humans. Make it smaller. In addition, since the noise threshold [dB] that is permissible in terms of sensation changes depending on, for example, the vehicle grade and the running conditions, the noise threshold [dB] is set in consideration of these.

  By reducing the EHC operation determination value in this way, there is a higher possibility that the required travel power will be higher than the EHC operation determination value as compared to the case where the EHC operation determination value is not decreased. Therefore, the catalyst is easily warmed up by the heater, and the traveling using the output of the engine 1 is easily performed. Thereby, since the engine 1 can perform normal output, various NVs on the vehicle side can be drowned by the engine noise at this time. That is, the sound pressure [dB] obtained by subtracting the sound pressure [dB] of the noise generated by the engine 1 from the sound pressure [dB] of various noises generated by the hybrid vehicle 100 is a noise threshold [ dB]. In other words, the amplitude of NV reaching the passenger in the vehicle compartment is reduced. Therefore, it is possible to suppress occupant discomfort due to various NVs on the vehicle side.

  Furthermore, in the third embodiment, the ECU 70 preferentially performs catalyst warm-up by the engine 1 when priority is given to quiet travel of the hybrid vehicle 100. Specifically, the ECU 70 increases the EHC operation determination value used for determining the required travel power when the quiet travel is prioritized compared to when the quiet travel is not prioritized. By doing so, there is a higher possibility that the required travel power will be equal to or less than the EHC operation determination value as compared with the case where the EHC operation determination value is not increased. Therefore, the catalyst 1 is easily warmed up by the engine 1 and the EV traveling is easily performed. Thus, it is possible to appropriately realize quiet traveling in a situation where quiet traveling is prioritized.

  The case where quiet driving is given priority includes, for example, a request from a driver and a case where the vehicle travels in a residential area. As an example, the ECU 70 determines whether or not the quiet travel is prioritized by using, as a request from the driver, on / off of a switch for performing EV travel (hereinafter referred to as “EV switch”).

  FIG. 5 is a flowchart showing a control process according to the third embodiment. This process is also repeatedly executed at a predetermined cycle by the ECU 70 when the engine 1 is started, for example.

  Since the processes in steps S301 to S304 are the same as the processes in steps S101 to S104 described above (see FIG. 3), the description thereof is omitted.

  In step S305, the ECU 70 determines whether or not the various NVs on the vehicle side are large, in other words, whether or not the various NVs are greater than or equal to a predetermined value. Specifically, the ECU 70 includes components that are sources of various NVs (not limited to components that are direct sources of NV, but also components that are connected to components that are sources of NV. This determination is made based on the command value to). For example, the ECU 70 determines whether or not various types of NV on the vehicle side are large based on a battery fan drive request, a carrier frequency, an NV line, a rattle sound line, and the like. In this case, the ECU 70 determines that the various NVs are large when the battery fan drive request is large or when the carrier frequency is small. Further, the ECU 70 sets the predetermined value used for the determination in step S305 based on a noise threshold [dB] that can be allowed by humans. For example, the ECU 70 sets the predetermined value in consideration of the vehicle case, the traveling conditions, and the like.

  If the various NVs are large (step S305; Yes), the process proceeds to step S306. In step S306, the ECU 70 decreases the EHC operation determination value so as to preferentially execute the catalyst warm-up by the heater. Specifically, the ECU 70 sets a value obtained by subtracting a predetermined value α from a reference EHC operation determination value (for example, an initially set EHC operation determination value) as an EHC operation determination value used in the subsequent processing. Then, the process proceeds to step S309.

  On the other hand, when various NVs are small (step S305; No), the process proceeds to step S307. In step S307, the ECU 70 determines whether or not priority is given to quiet travel. Specifically, the ECU 70 performs the determination by determining whether or not there is a request for quiet driving from the driver and whether or not the hybrid vehicle 100 is traveling in a residential area or the like. For example, the ECU 70 makes such a determination based on on / off of the EV switch, position information regarding the current position of the hybrid vehicle 100, and the like. In this case, the ECU 70 determines that the quiet travel is prioritized when the EV switch is on or when it is determined that the hybrid vehicle 100 is traveling in a residential area or the like based on the acquired position information. To do.

  If quiet driving is prioritized (step S307; Yes), the process proceeds to step S308. In step S308, the ECU 70 increases the EHC operation determination value so that the catalyst 1 is warmed up preferentially by the engine 1. Specifically, the ECU 70 sets a value obtained by adding a predetermined value β to a reference EHC operation determination value (for example, an initially set EHC operation determination value) as an EHC operation determination value used in the subsequent processing. Then, the process proceeds to step S309.

  On the other hand, when the quiet driving is not prioritized (step S307; No), the process proceeds to step S309. In this case, the ECU 70 uses a reference EHC operation determination value (for example, an initially set EHC operation determination value) in subsequent processing.

  Since the processes of steps S309 to S311 are the same as the processes of steps S105 to S107 described above (see FIG. 3), description thereof will be omitted.

  According to the third embodiment described above, when various types of NV on the vehicle side are large, priority is given to catalyst warm-up by the heater, so that traveling using the output of the engine 1 can be preferentially executed. Various NVs on the vehicle side can be distorted by engine noise. That is, it is possible to suppress occupant discomfort due to various NVs on the vehicle side. Further, according to the third embodiment, when priority is given to quiet travel, priority can be given to warming up the catalyst by the engine 1, so that EV travel can be preferentially executed, and quiet travel can be appropriately performed. It can be realized.

  In the above, the example in which the determination in step S307 is performed after the determination in step S305 has been described. However, in another example, the determination in step S305 can be performed after the determination in step S307. That is, in this example, it is possible to determine whether or not the various NVs on the vehicle side are large after determining whether or not the quiet driving is prioritized. In this case, when it is determined that quiet driving is not prioritized, it is possible to determine whether or not the various NVs on the vehicle side are large. Specifically, if “step S307; Yes”, the process of step S308 is performed, if “step S307; No”, the determination of step S305 is performed, and if “step S305; Yes”, the process of step S306 is performed. Will be performed.

  Moreover, although the example which performs both determination of step S305 and determination of step S307 was shown above, in other examples, determination of step S305 can be performed without performing determination of step S307. That is, in this example, it is possible to determine only whether or not the various NVs on the vehicle side are large without determining whether or not quiet driving is prioritized. In this case, only the processes of steps S305 and S306 are performed without performing the processes of steps S307 and S308.

  In still another example, only the determination in step S307 can be performed without performing the determination in step S305. In other words, in this example, it is possible to determine only whether quiet driving is prioritized without determining whether the various NVs on the vehicle side are large. In this case, only the processes of steps S307 and S308 are performed without performing the processes of steps S305 and S306.

  Furthermore, the third embodiment may be executed in combination with the second embodiment described above. That is, when performing catalyst warm-up by the engine 1, it is possible to perform control to retard the ignition timing and VVT phase, prohibit operation of the EGR device 14, and control to close the throttle valve 4. Further, when the catalyst is warmed up by the heater, the ignition timing and the VVT phase are advanced, the operation of the EGR device 14 is permitted, and the throttle valve 4 is closed as compared with the case where the catalyst 1 is warmed up by the engine 1. Can be controlled.

1 Engine 4 Throttle valve 6a Cylinder 7 Intake valve 8 Exhaust valve 9 Spark plug 12 Exhaust passage 13 Electric heating catalyst (EHC)
14 EGR device 18 Vehicle speed sensor 19 Accelerator opening sensor 60 Battery 70 ECU
100 hybrid vehicle

Claims (4)

A hybrid vehicle comprising: an internal combustion engine; a motor generator that operates by electric power of a battery; a catalyst provided on an exhaust passage of the internal combustion engine; and a heating unit that heats the catalyst using electric power of the battery. A control device,
When there is a request for warming up the catalyst, if the required traveling power from the driver is higher than a predetermined determination value, catalyst warming means for warming the catalyst by the heating means,
Control means for controlling the internal combustion engine so as to realize the required travel power only by the output of the internal combustion engine when the catalyst warm-up means warms up the catalyst by the heating means ;
The catalyst warm-up means warms the catalyst with exhaust gas from the internal combustion engine instead of the heating means when the travel required power is equal to or less than the determination value,
The control means controls the output of the motor generator so as to realize the travel required power only by the output of the motor generator when the catalyst warm-up means warms up the catalyst by the exhaust gas,
The control value for a hybrid vehicle, wherein the determination value is a value corresponding to electric power required to operate the heating means . When the catalyst warm-up means warms up the catalyst with the exhaust gas, at least control for giving priority to the rise of the exhaust gas temperature is performed on the internal combustion engine,
When said catalyst warm-up means for warming up the catalyst by the heating means, at least, claim further comprising a means for controlling giving priority to fuel economy than increase in the exhaust gas temperature with respect to the internal combustion engine 1 The control apparatus of the hybrid vehicle described in 2. When the value of noise and / or vibration generated by the hybrid vehicle is greater than or equal to a predetermined value when the catalyst is warmed up, as compared to when the value of noise and / or vibration is less than the predetermined value. the control apparatus for a hybrid vehicle according to claim 1 or 2 further comprising a determination value setting means for reducing the judgment value. The determination value setting means determines whether noise and / or vibration values generated by the hybrid vehicle are greater than or equal to the predetermined value based on sound pressures of various noises generated by the hybrid vehicle. 3. A control device for a hybrid vehicle according to 3 .

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