JP2016094124A - Hybrid vehicle control device - Google Patents

Hybrid vehicle control device Download PDF

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JP2016094124A
JP2016094124A JP2014232075A JP2014232075A JP2016094124A JP 2016094124 A JP2016094124 A JP 2016094124A JP 2014232075 A JP2014232075 A JP 2014232075A JP 2014232075 A JP2014232075 A JP 2014232075A JP 2016094124 A JP2016094124 A JP 2016094124A
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internal combustion
combustion engine
fuel
power
pressure
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鈴木　孝
Takashi Suzuki
孝 鈴木
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Toyota Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
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Abstract

PROBLEM TO BE SOLVED: To suppress the degradation of a catalyst and suppress the degradation of exhaust emissions.SOLUTION: When the temperature Tc of an exhaust gas purification catalyst is not lower than a permissible temperature Tlim, the pressure Pi of fuel supplied to a fuel injection valve is not lower than a set pressure Pset and a remaining capacity SOC of a power storage device is not higher than a predetermined value SOC1, the fuel cut of an internal combustion engine is prohibited to control the internal combustion engine to perform load operation although an accelerator is turned off (S106). A motor-generator is controlled to perform power generation operation using power obtained by the load operation of the internal combustion engine and the power storage device is charged with electric power generated by the motor-generator via an inverter.SELECTED DRAWING: Figure 3

Description

本発明は、ハイブリッド車両の制御装置に関し、特に、燃料噴射弁へ供給する燃料の圧力が可変な内燃機関の排気を触媒で浄化し、内燃機関の動力を利用して駆動軸の駆動及び回転電機の発電運転が可能であり、回転電機の発電電力を蓄電装置に充電可能であるハイブリッド車両の制御装置に関する。   The present invention relates to a control device for a hybrid vehicle, and in particular, exhausts from an internal combustion engine in which the pressure of fuel supplied to a fuel injection valve is variable is purified by a catalyst, and driving of a drive shaft and rotating electric machine using the power of the internal combustion engine It is related with the control apparatus of the hybrid vehicle which can perform the electric power generation driving | operation, and can charge the electrical storage apparatus with the electric power generated of a rotary electric machine.

下記特許文献１では、車両減速時に触媒の温度が所定値以上である場合は、内燃機関の燃料カットを禁止することで触媒の劣化を抑制し、さらに、燃料カット禁止中には、内燃機関の回転速度に応じて吸入空気量を制御することで、失火や加速を招くことのないようにしている。   In Patent Document 1 below, when the temperature of the catalyst is greater than or equal to a predetermined value when the vehicle is decelerated, the deterioration of the catalyst is suppressed by prohibiting the fuel cut of the internal combustion engine. By controlling the amount of intake air according to the rotational speed, misfires and accelerations are prevented.

特開平１１−１０７８２５号公報Japanese Patent Laid-Open No. 11-107825 特開２００６−２９９９７６号公報JP 2006-299976 A 特開２０１０−１６３９４８号公報JP 2010-163948 A

触媒の劣化を抑制するために、アクセルオフ時に内燃機関の燃料カットを禁止してアイドリング運転を行うと、スロットル開度が小さく吸入空気量が少ないため、燃料噴射弁へ供給する燃料の圧力が高いときは、吸入空気量に対し燃料噴射量が過剰となって空燃比が過剰に小さくなりやすい。その結果、排気エミッションが悪化する虞がある。   In order to suppress deterioration of the catalyst, when the idling operation is performed by prohibiting the fuel cut of the internal combustion engine when the accelerator is off, the throttle opening is small and the intake air amount is small, so the pressure of the fuel supplied to the fuel injection valve is high In some cases, the fuel injection amount becomes excessive with respect to the intake air amount, and the air-fuel ratio tends to become excessively small. As a result, exhaust emission may be deteriorated.

本発明は、触媒の劣化を抑制するとともに排気エミッションの悪化を抑制することを目的とする。   An object of this invention is to suppress deterioration of a catalyst, and to suppress deterioration of exhaust emission.

本発明に係るハイブリッド車両の制御装置は、上述した目的を達成するために以下の手段を採った。   The control device for a hybrid vehicle according to the present invention employs the following means in order to achieve the above-described object.

本発明に係るハイブリッド車両の制御装置は、燃料噴射弁へ供給する燃料の圧力が可変な内燃機関の排気を触媒で浄化し、内燃機関の動力を利用して駆動軸の駆動及び回転電機の発電運転が可能であり、回転電機の発電電力を蓄電装置に充電可能であるハイブリッド車両の制御装置であって、アクセルオフ時に内燃機関の燃料カットを行う内燃機関制御部を備え、内燃機関制御部は、触媒の温度が許容温度以上であり、燃料噴射弁へ供給する燃料の圧力が設定圧力以上であり、蓄電装置の残存容量が所定値以下である場合は、アクセルオフ時にもかかわらず内燃機関の燃料カットを禁止して内燃機関の負荷運転を行い、当該内燃機関の負荷運転による動力を利用して回転電機の発電運転を行うことを要旨とする。   A control apparatus for a hybrid vehicle according to the present invention purifies exhaust gas of an internal combustion engine with variable pressure of fuel supplied to a fuel injection valve with a catalyst, drives a drive shaft and generates electric power of a rotating electrical machine using the power of the internal combustion engine. A control device for a hybrid vehicle that is operable and capable of charging electric power generated by a rotating electrical machine to a power storage device, comprising an internal combustion engine control unit that performs fuel cut of the internal combustion engine when the accelerator is off, and the internal combustion engine control unit is When the temperature of the catalyst is equal to or higher than the allowable temperature, the pressure of the fuel supplied to the fuel injection valve is equal to or higher than the set pressure, and the remaining capacity of the power storage device is equal to or lower than the predetermined value, the internal combustion engine The gist of the invention is to perform a load operation of the internal combustion engine while prohibiting fuel cut, and to perform a power generation operation of the rotating electrical machine using the power generated by the load operation of the internal combustion engine.

本発明によれば、触媒の温度が許容温度以上であり、燃料噴射弁へ供給する燃料の圧力が設定圧力以上であり、蓄電装置の残存容量が所定値以下である場合は、アクセルオフ時にもかかわらず内燃機関の燃料カットを禁止して内燃機関の負荷運転を行うことで、燃料噴射弁へ供給する燃料の圧力が高くても空燃比がリッチになるのを抑制することができる。その結果、触媒の劣化を抑制することができるとともに、排気エミッションの悪化を抑制することができる。その際には、内燃機関の負荷運転による動力を利用して回転電機の発電運転を行うことで、アクセルオフ時に内燃機関の負荷運転による動力が駆動軸の駆動に用いられるのを防ぐことができる。   According to the present invention, when the temperature of the catalyst is equal to or higher than the allowable temperature, the pressure of the fuel supplied to the fuel injection valve is equal to or higher than the set pressure, and the remaining capacity of the power storage device is equal to or lower than the predetermined value, even when the accelerator is off. Regardless of this, by prohibiting the fuel cut of the internal combustion engine and performing the load operation of the internal combustion engine, it is possible to prevent the air-fuel ratio from becoming rich even if the pressure of the fuel supplied to the fuel injection valve is high. As a result, catalyst deterioration can be suppressed, and exhaust emission deterioration can be suppressed. At that time, by using the power generated by the load operation of the internal combustion engine to perform the power generation operation of the rotating electrical machine, it is possible to prevent the power generated by the load operation of the internal combustion engine from being used for driving the drive shaft when the accelerator is off. .

本発明の実施形態に係る制御装置を備えるハイブリッド車両の構成例を示す図である。It is a figure which shows the structural example of a hybrid vehicle provided with the control apparatus which concerns on embodiment of this invention. 燃料噴射弁の噴射量特性の一例を示す図である。It is a figure which shows an example of the injection quantity characteristic of a fuel injection valve. アクセルオフ時に電子制御装置により実行される処理の一例を説明するフローチャートである。It is a flowchart explaining an example of the process performed by the electronic control apparatus at the time of accelerator-off.

以下、本発明を実施するための形態（以下実施形態という）を図面に従って説明する。   DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

図１は、本発明の実施形態に係る制御装置を備えるハイブリッド車両の概略構成を示す図である。内燃機関１２は、例えばスロットル弁を有する火花点火機関により構成され、燃料噴射弁へ供給する燃料の圧力を変化させることが可能な可変燃圧装置を有し、燃料噴射弁から噴射された燃料を燃焼させることで動力を発生する。内燃機関１２の燃焼後の排気は排気浄化触媒２４を通り、内燃機関１２の排気中に含まれる窒素酸化物（NOｘ）、炭化水素（ＨＣ）、一酸化炭素（ＣＯ）等の有害成分が排気浄化触媒２４で浄化される。   FIG. 1 is a diagram illustrating a schematic configuration of a hybrid vehicle including a control device according to an embodiment of the present invention. The internal combustion engine 12 is composed of, for example, a spark ignition engine having a throttle valve, has a variable fuel pressure device capable of changing the pressure of fuel supplied to the fuel injection valve, and burns fuel injected from the fuel injection valve To generate power. Exhaust gas after combustion of the internal combustion engine 12 passes through the exhaust purification catalyst 24, and harmful components such as nitrogen oxides (NOx), hydrocarbons (HC), and carbon monoxide (CO) contained in the exhaust gas of the internal combustion engine 12 are exhausted. It is purified by the purification catalyst 24.

内燃機関１２が発生する動力は、遊星歯車機構（シングルピニオン遊星歯車）３２のキャリアＣに伝達される。ここでの遊星歯車機構３２は、キャリアＣに伝達された動力をサンギアＳ及びリングギアＲに分配する動力分配機構として機能する。キャリアＣからリングギアＲに分配された動力が駆動軸１７へ伝達されることで、内燃機関１２の動力を利用して駆動軸１７（駆動輪１８）を回転駆動して車両の走行を行うことが可能である。一方、キャリアＣからサンギアＳに分配された動力はモータジェネレータ（回転電機）１４に伝達され、モータジェネレータ１４の発電運転による電力に変換される。モータジェネレータ１４の発電電力は、インバータ２２，２３を介してモータジェネレータ（回転電機）１５に供給される。その際には、モータジェネレータ１４の発電電力の一部をインバータ２２を介して二次電池等の蓄電装置２０に回収して蓄電装置２０の充電を行ったり、あるいは、蓄電装置２０に蓄えられた電力をインバータ２３を介してモータジェネレータ１５に供給することも可能である。モータジェネレータ１５に供給された交流電力は、モータジェネレータ１５の力行運転による動力に変換され、モータジェネレータ１５の動力が減速ギア１９を介して駆動軸１７へ伝達されることによっても、駆動軸１７を回転駆動して車両の走行を行うことが可能である。また、駆動軸１７の動力をモータジェネレータ１５の発電運転による電力に変換し、モータジェネレータ１５の発電電力をインバータ２３を介して蓄電装置２０に回収して蓄電装置２０の充電を行うことも可能である。   The power generated by the internal combustion engine 12 is transmitted to the carrier C of the planetary gear mechanism (single pinion planetary gear) 32. The planetary gear mechanism 32 here functions as a power distribution mechanism that distributes the power transmitted to the carrier C to the sun gear S and the ring gear R. When the power distributed from the carrier C to the ring gear R is transmitted to the drive shaft 17, the drive shaft 17 (drive wheel 18) is rotationally driven using the power of the internal combustion engine 12 to travel the vehicle. Is possible. On the other hand, the power distributed from the carrier C to the sun gear S is transmitted to the motor generator (rotating electric machine) 14 and converted into electric power generated by the power generation operation of the motor generator 14. The electric power generated by the motor generator 14 is supplied to a motor generator (rotary electric machine) 15 via inverters 22 and 23. At that time, a part of the power generated by the motor generator 14 is collected in the power storage device 20 such as a secondary battery via the inverter 22 to charge the power storage device 20 or stored in the power storage device 20. It is also possible to supply electric power to the motor generator 15 via the inverter 23. The AC power supplied to the motor generator 15 is converted into motive power by the power running operation of the motor generator 15, and the motive power of the motor generator 15 is transmitted to the drive shaft 17 via the reduction gear 19. It is possible to drive the vehicle by rotating it. It is also possible to convert the motive power of the drive shaft 17 into electric power generated by the power generation operation of the motor generator 15, collect the electric power generated by the motor generator 15 in the power storage device 20 through the inverter 23, and charge the power storage device 20. is there.

内燃機関１２の運転状態は、エンジン用電子制御装置（エンジンＥＣＵ）４０により制御される。エンジンＥＣＵ４０には、燃圧センサ６１で検出された可変燃圧装置の燃料の圧力（燃料噴射弁へ供給する燃料の圧力）Ｐｉを示す信号、及び触媒温度センサ６２で検出された排気浄化触媒２４の温度Ｔｃを示す信号が入力される。エンジンＥＣＵ４０はハイブリッド用電子制御装置（ハイブリッドＥＣＵ）６０と通信しており、ハイブリッドＥＣＵ６０からの制御信号により内燃機関１２を運転制御するとともに内燃機関１２の運転状態に関するデータをハイブリッドＥＣＵ６０へ出力する。モータジェネレータ１４，１５の運転状態は、モータ用電子制御装置（モータＥＣＵ）５０により制御される。モータＥＣＵ５０もハイブリッドＥＣＵ６０と通信しており、ハイブリッドＥＣＵ６０からの制御信号によりモータジェネレータ１４，１５を運転制御するとともにモータジェネレータ１４，１５の運転状態に関するデータをハイブリッドＥＣＵ６０へ出力する。ハイブリッドＥＣＵ６０には、アクセル開度センサ６４で検出されたアクセル開度（アクセルペダルの踏み込み量）ＡＣを示す信号が入力される。内燃機関１２の動力を利用して車両の走行（駆動軸１７の回転駆動）を行う場合、ハイブリッドＥＣＵ６０は、アクセル開度ＡＣに基づいて駆動軸１７の要求トルクＴｄｒｅｑを設定して内燃機関１２の要求トルクＴｅｒｅｑとモータジェネレータ１４，１５の要求トルクＴｍｇ１ｒｅｑ，Ｔｍｇ２ｒｅｑを設定する。そして、エンジンＥＣＵ４０は、内燃機関１２のトルクＴｅを要求トルクＴｅｒｅｑにするように内燃機関１２の運転を制御し、モータＥＣＵ５０は、モータジェネレータ１４，１５のトルクＴｍｇ１，Ｔｍｇ２を要求トルクＴｍｇ１ｒｅｑ，Ｔｍｇ２ｒｅｑにするようにモータジェネレータ１４の発電運転及びモータジェネレータ１５の力行運転を制御する。   The operating state of the internal combustion engine 12 is controlled by an engine electronic control unit (engine ECU) 40. The engine ECU 40 has a signal indicating the fuel pressure (pressure of fuel supplied to the fuel injection valve) Pi of the variable fuel pressure device detected by the fuel pressure sensor 61, and the temperature of the exhaust purification catalyst 24 detected by the catalyst temperature sensor 62. A signal indicating Tc is input. The engine ECU 40 communicates with a hybrid electronic control unit (hybrid ECU) 60, and controls the operation of the internal combustion engine 12 by a control signal from the hybrid ECU 60 and outputs data related to the operating state of the internal combustion engine 12 to the hybrid ECU 60. The operating state of the motor generators 14 and 15 is controlled by a motor electronic control device (motor ECU) 50. The motor ECU 50 is also in communication with the hybrid ECU 60, controls the operation of the motor generators 14, 15 by a control signal from the hybrid ECU 60, and outputs data related to the operation state of the motor generators 14, 15 to the hybrid ECU 60. The hybrid ECU 60 receives a signal indicating the accelerator opening (depressed amount of the accelerator pedal) AC detected by the accelerator opening sensor 64. When the vehicle travels (rotation drive of the drive shaft 17) using the power of the internal combustion engine 12, the hybrid ECU 60 sets the required torque Tdreq of the drive shaft 17 on the basis of the accelerator opening AC, and The required torque Tereq and the required torques Tmg1req and Tmg2req of the motor generators 14 and 15 are set. The engine ECU 40 controls the operation of the internal combustion engine 12 so that the torque Te of the internal combustion engine 12 becomes the required torque Tereq, and the motor ECU 50 changes the torques Tmg1, Tmg2 of the motor generators 14, 15 to the required torques Tmg1req, Tmg2req. Thus, the power generation operation of the motor generator 14 and the power running operation of the motor generator 15 are controlled.

内燃機関１２の燃料噴射弁では、ソレノイドに通電することで、ニードルバルブが開いて燃料が噴射され、ソレノイドへの通電を停止することで、ニードルバルブが閉じて燃料噴射が停止する。ある燃料噴射圧力Ｐｉにおける通電時間と燃料噴射量との関係を図２に示す。ニードルバルブが全開位置、全閉位置に変位するとき、ニードルバルブはストッパ（全開時）やバルブシート（全閉時）に突き当たって跳ね返る。そのため、図２に示すように、ソレノイドへの通電時間が短くニードルバルブの開弁時間が短い領域（図２のＴｉmin以下の領域）では、通電時間と燃料噴射量との直線性が失われる。燃料噴***度を確保するためには、Ｔｉmin以上の通電時間で燃料噴射を行う必要があり、通電時間Ｔｉminに対応する燃料噴射量ｑminが最小噴射量に相当する。Ｔｉmin，ｑminは、燃料噴射弁へ供給する燃料の圧力Ｐｉに応じて変化し、圧力Ｐｉの低下に対して減少する。 In the fuel injection valve of the internal combustion engine 12, when the solenoid is energized, the needle valve is opened and fuel is injected, and when the solenoid is de-energized, the needle valve is closed and fuel injection is stopped. FIG. 2 shows the relationship between the energization time and the fuel injection amount at a certain fuel injection pressure Pi. When the needle valve is displaced to the fully open position or the fully closed position, the needle valve hits the stopper (when fully opened) or the valve seat (when fully closed) and rebounds. Therefore, as shown in FIG. 2, in the region where the energization time to the solenoid is short and the opening time of the needle valve is short (region below Ti min in FIG. 2), the linearity between the energization time and the fuel injection amount is lost. . To ensure the fuel injection accuracy, it is necessary to perform the fuel injection in the Ti min or more energizing time, fuel injection amount q min corresponding to energization time Ti min corresponds to the minimum injection amount. Ti min and q min change according to the pressure Pi of the fuel supplied to the fuel injection valve, and decrease with a decrease in the pressure Pi.

本実施形態では、エンジンＥＣＵ４０は、例えば車両（駆動軸１７）の減速時等に、内燃機関１２の燃料カットを行う。内燃機関１２の燃料カットを開始する条件としては、例えばアクセルオフ（アクセル開度ＡＣが０）、つまり駆動軸１７の要求トルクＴｄｒｅｑが０である条件等を挙げることができる。一方、内燃機関１２の燃料カットを解除する条件としては、例えばアクセルオン（アクセル開度ＡＣが０より大きい）、つまり駆動軸１７の要求トルクＴｄｒｅｑが０より大きい条件等を挙げることができる。以下、アクセルオフ時にエンジンＥＣＵ４０が実行する処理について、図３のフローチャートを用いて説明する。図３のフローチャートの処理は、アクセルオフ時に所定時間毎（例えば数ｍｓｅｃ毎）に繰り返し実行される。   In the present embodiment, the engine ECU 40 performs fuel cut of the internal combustion engine 12 when the vehicle (drive shaft 17) is decelerated, for example. Examples of the condition for starting the fuel cut of the internal combustion engine 12 include an accelerator-off state (accelerator opening AC is 0), that is, a condition that the required torque Tdreq of the drive shaft 17 is 0. On the other hand, examples of the condition for canceling the fuel cut of the internal combustion engine 12 include an accelerator-on state (accelerator opening degree AC is greater than 0), that is, a condition that the required torque Tdreq of the drive shaft 17 is greater than 0. Hereinafter, the process executed by the engine ECU 40 when the accelerator is off will be described with reference to the flowchart of FIG. The process of the flowchart of FIG. 3 is repeatedly executed at predetermined time intervals (for example, every several milliseconds) when the accelerator is off.

まずステップＳ１０１では、排気浄化触媒２４の温度Ｔｃが許容温度Ｔｌｉｍ以上であるか否かが判定される。ここでの許容温度Ｔｌｉｍについては、内燃機関１２の燃料カットを行っても排気浄化触媒２４の劣化が進行しない上限温度として設定される。Ｔｃ≧Ｔｌｉｍの場合（ステップＳ１０１の判定結果がＹＥＳの場合）は、ステップＳ１０２に進む。一方、Ｔｃ＜Ｔｌｉｍの場合（ステップＳ１０１の判定結果がＮＯの場合）は、ステップＳ１０４に進む。   First, in step S101, it is determined whether or not the temperature Tc of the exhaust purification catalyst 24 is equal to or higher than the allowable temperature Tlim. The allowable temperature Tlim here is set as an upper limit temperature at which the exhaust purification catalyst 24 does not deteriorate even if the fuel of the internal combustion engine 12 is cut. If Tc ≧ Tlim (if the determination result in step S101 is YES), the process proceeds to step S102. On the other hand, when Tc <Tlim (when the determination result of step S101 is NO), the process proceeds to step S104.

ステップＳ１０２では、可変燃圧装置の燃料の圧力（燃料噴射弁へ供給する燃料の圧力）Ｐｉが設定圧力Ｐｓｅｔ以上であるか否かが判定される。ここでの設定圧力Ｐｓｅｔについては、ｑminの燃料噴射量（Ｔｉminの通電時間）でアイドリング運転を行う場合の空燃比がリッチにならない上限圧力として設定される。Ｐｉ≧Ｐｓｅｔの場合（ステップＳ１０２の判定結果がＹＥＳの場合）は、ステップＳ１０３に進む。一方、Ｐｉ＜Ｐｓｅｔの場合（ステップＳ１０２の判定結果がＮＯの場合）は、ステップＳ１０５に進む。 In step S102, it is determined whether or not the fuel pressure (pressure of fuel supplied to the fuel injection valve) Pi of the variable fuel pressure device is equal to or higher than the set pressure Pset. The set pressure Pset here is set as an upper limit pressure at which the air-fuel ratio does not become rich when idling operation is performed with the fuel injection amount of q min (the energization time of Ti min ). If Pi ≧ Pset (if the determination result in step S102 is YES), the process proceeds to step S103. On the other hand, when Pi <Pset (when the determination result of step S102 is NO), the process proceeds to step S105.

ステップＳ１０３では、蓄電装置２０の残存容量ＳＯＣが所定値ＳＯＣ１以下であるか否かが判定される。蓄電装置２０の残存容量ＳＯＣについては、例えば蓄電装置２０の電流及び電圧を基に算出可能である。ここでの所定値ＳＯＣ１については、蓄電装置２０の充電が可能な上限値として設定される。ＳＯＣ≦ＳＯＣ１の場合（ステップＳ１０３の判定結果がＹＥＳの場合）は、ステップＳ１０６に進む。一方、ＳＯＣ＞ＳＯＣ１の場合（ステップＳ１０３の判定結果がＮＯの場合）は、ステップＳ１０７に進む。   In step S103, it is determined whether or not the remaining capacity SOC of power storage device 20 is equal to or less than a predetermined value SOC1. The remaining capacity SOC of the power storage device 20 can be calculated based on, for example, the current and voltage of the power storage device 20. The predetermined value SOC1 here is set as an upper limit value at which the power storage device 20 can be charged. If SOC ≦ SOC1 (if the determination result in step S103 is YES), the process proceeds to step S106. On the other hand, when SOC> SOC1 (when the determination result of step S103 is NO), the process proceeds to step S107.

ステップＳ１０４では、内燃機関１２の燃料カットが実行される。つまり、アクセルオフ時に排気浄化触媒２４の温度Ｔｃが許容温度Ｔｌｉｍより低い場合は、内燃機関１２の燃料カットが実行される。   In step S104, the fuel cut of the internal combustion engine 12 is executed. That is, if the temperature Tc of the exhaust purification catalyst 24 is lower than the allowable temperature Tlim when the accelerator is off, the fuel cut of the internal combustion engine 12 is executed.

ステップＳ１０５では、内燃機関１２の燃料カットが禁止され、内燃機関１２のアイドリング運転が行われる。つまり、排気浄化触媒２４の温度Ｔｃが許容温度Ｔｌｉｍ以上であり、且つ燃料噴射弁へ供給する燃料の圧力Ｐｉが設定圧力Ｐｓｅｔより低い場合は、アクセルオフ時にもかかわらず内燃機関１２の燃料カットを禁止して内燃機関１２のアイドリング運転を行う。   In step S105, the fuel cut of the internal combustion engine 12 is prohibited and the idling operation of the internal combustion engine 12 is performed. That is, when the temperature Tc of the exhaust purification catalyst 24 is equal to or higher than the allowable temperature Tlim and the pressure Pi of the fuel supplied to the fuel injection valve is lower than the set pressure Pset, the fuel cut of the internal combustion engine 12 is performed even when the accelerator is off. The idling operation of the internal combustion engine 12 is performed with prohibition.

ステップＳ１０６では、内燃機関１２の燃料カットが禁止され、内燃機関１２の負荷運転が行われる。つまり、排気浄化触媒２４の温度Ｔｃが許容温度Ｔｌｉｍ以上であり、燃料噴射弁へ供給する燃料の圧力Ｐｉが設定圧力Ｐｓｅｔ以上であり、且つ蓄電装置２０の残存容量ＳＯＣが所定値ＳＯＣ１以下である場合は、アクセルオフ時にもかかわらず内燃機関１２の燃料カットを禁止して内燃機関１２の負荷運転を行う。負荷運転においては、アイドリング運転と比較して、スロットル開度が大きい（吸入空気量が多い）。そして、内燃機関１２の負荷運転による動力を利用してモータジェネレータ１４，１５の発電運転を行い、モータジェネレータ１４，１５の発電電力をインバータ２２，２３を介して蓄電装置２０に充電する。その際には、内燃機関１２の負荷運転による動力が駆動軸１７の回転駆動に用いられるのを防ぐために、エンジン１２の負荷運転時のトルクをＴｅ、遊星歯車機構３２のサンギアＳとリングギアＲの歯数比（サンギアＳとリングギアＲのトルク分配比）をρ（０＜ρ＜１）、減速ギア１９の減速比（モータジェネレータ１５の回転速度／駆動軸１７の回転速度）をγとすると、以下の（１）、（２）式が成立するように、モータジェネレータ１４の発電運転時の回生トルクＴｍｇ１、モータジェネレータ１５の発電運転時の回生トルクＴｍｇ２を制御することが好ましい。   In step S106, the fuel cut of the internal combustion engine 12 is prohibited, and the load operation of the internal combustion engine 12 is performed. That is, the temperature Tc of the exhaust purification catalyst 24 is equal to or higher than the allowable temperature Tlim, the pressure Pi of the fuel supplied to the fuel injection valve is equal to or higher than the set pressure Pset, and the remaining capacity SOC of the power storage device 20 is equal to or lower than the predetermined value SOC1. In this case, the fuel cut of the internal combustion engine 12 is prohibited even when the accelerator is off, and the internal combustion engine 12 is loaded. In the load operation, the throttle opening is large (the intake air amount is large) compared to the idling operation. Then, power generation operation of motor generators 14 and 15 is performed using power generated by load operation of internal combustion engine 12, and electric power generated by motor generators 14 and 15 is charged to power storage device 20 via inverters 22 and 23. In that case, in order to prevent the power generated by the load operation of the internal combustion engine 12 from being used for the rotational drive of the drive shaft 17, the torque during the load operation of the engine 12 is Te, the sun gear S and the ring gear R of the planetary gear mechanism 32. The gear ratio (the torque distribution ratio of the sun gear S and the ring gear R) is ρ (0 <ρ <1), and the reduction ratio of the reduction gear 19 (the rotational speed of the motor generator 15 / the rotational speed of the drive shaft 17) is γ. Then, it is preferable to control the regenerative torque Tmg1 during the power generation operation of the motor generator 14 and the regenerative torque Tmg2 during the power generation operation of the motor generator 15 so that the following expressions (1) and (2) are satisfied.

Ｔｍｇ１＝ρ×Ｔｅ／(ρ＋１) （１）
Ｔｍｇ２＝１／γ×Ｔｅ／(ρ＋１) （２） Tmg1 = ρ × Te / (ρ + 1) (1)
Tmg2 = 1 / γ × Te / (ρ + 1) (2)

ステップＳ１０７では、内燃機関１２の燃料カットが実行される。つまり、アクセルオフ時に、排気浄化触媒２４の温度Ｔｃが許容温度Ｔｌｉｍ以上であり、燃料噴射弁へ供給する燃料の圧力Ｐｉが設定圧力Ｐｓｅｔ以上であり、且つ蓄電装置２０の残存容量ＳＯＣが所定値ＳＯＣ１より大きい場合は、内燃機関１２の燃料カットが実行される。   In step S107, the fuel cut of the internal combustion engine 12 is executed. That is, when the accelerator is off, the temperature Tc of the exhaust purification catalyst 24 is equal to or higher than the allowable temperature Tlim, the pressure Pi of the fuel supplied to the fuel injection valve is equal to or higher than the set pressure Pset, and the remaining capacity SOC of the power storage device 20 is a predetermined value. When it is larger than SOC1, the fuel cut of the internal combustion engine 12 is executed.

排気浄化触媒２４が高温雰囲気下にある場合に、内燃機関１２の燃料カットを行うと、排気浄化触媒２４の劣化の進行が早まるが、アクセルオフ時の燃料カットを禁止する触媒劣化抑制制御を行うことで、排気浄化触媒２４の劣化を抑制することが可能となる。ただし、内燃機関１２のアイドリング運転を行うと、スロットル開度が小さく吸入空気量が少ないため、燃料噴射弁へ供給する燃料の圧力Ｐｉが高いときは、通電時間をＴｉminまで短くして燃料噴射量をｑminまで少なくしたとしても、吸入空気量に対し燃料噴射量が過剰となって空燃比がリッチに（小さく）なりやすい。 When the fuel purification of the internal combustion engine 12 is performed when the exhaust purification catalyst 24 is in a high temperature atmosphere, the deterioration of the exhaust purification catalyst 24 is accelerated, but the catalyst deterioration suppression control is performed to prohibit the fuel cut when the accelerator is off. As a result, it is possible to suppress the deterioration of the exhaust purification catalyst 24. However, when the idling operation of the internal combustion engine 12 is performed, the throttle opening is small and the amount of intake air is small. Therefore, when the pressure Pi of the fuel supplied to the fuel injection valve is high, the energization time is shortened to Ti min and fuel injection is performed. Even if the amount is reduced to q min, the fuel injection amount becomes excessive with respect to the intake air amount, and the air-fuel ratio tends to become rich (small).

これに対して本実施形態によれば、排気浄化触媒２４が高温雰囲気下にあり、燃料噴射弁へ供給する燃料の圧力Ｐｉが高く、さらに、蓄電装置２０の残存容量ＳＯＣに充電可能な余裕がある場合は、触媒劣化抑制制御として内燃機関１２の負荷運転を行う。これによって、アイドリング運転よりも吸入空気量が多くなるので、燃料噴射弁へ供給する燃料の圧力Ｐｉが高くても、燃料噴射量が過剰となって空燃比がリッチになるのを抑制することができる。その結果、排気浄化触媒２４の劣化を抑制することができるとともに、排気エミッションの悪化を抑制することができる。その際には、内燃機関１２の負荷運転による動力をモータジェネレータ１４，１５の発電運転により電力に変換して蓄電装置２０に充電することで、アクセルオフ時に内燃機関１２の負荷運転による動力が駆動軸１７の回転駆動に用いられるのを防ぐことができる。   On the other hand, according to the present embodiment, the exhaust purification catalyst 24 is in a high temperature atmosphere, the pressure Pi of the fuel supplied to the fuel injection valve is high, and there is a margin for charging the remaining capacity SOC of the power storage device 20. In some cases, the load operation of the internal combustion engine 12 is performed as catalyst deterioration suppression control. As a result, the amount of intake air is larger than that in idling operation, so even if the pressure Pi of the fuel supplied to the fuel injection valve is high, the fuel injection amount becomes excessive and the air-fuel ratio is prevented from becoming rich. it can. As a result, deterioration of the exhaust purification catalyst 24 can be suppressed, and deterioration of exhaust emission can be suppressed. At that time, the power generated by the load operation of the internal combustion engine 12 is converted into electric power by the power generation operation of the motor generators 14 and 15 and is charged into the power storage device 20. It is possible to prevent the shaft 17 from being used for rotational driving.

そして、内燃機関１２の負荷運転により、燃料噴射弁へ供給する燃料の圧力Ｐｉが低くなったら、触媒劣化抑制制御としてアイドリング運転に移行する。圧力Ｐｉが低いときは、スロットル開度の小さい（吸入空気量の少ない）アイドリング運転を行っても、Ｔｉmin，ｑminが減少しているため、空燃比がリッチになるのを抑制することができる。その結果、排気浄化触媒２４の劣化を抑制することができるとともに、排気エミッションの悪化を抑制することができる。 When the pressure Pi of the fuel supplied to the fuel injection valve becomes low due to the load operation of the internal combustion engine 12, the operation shifts to the idling operation as the catalyst deterioration suppression control. When the pressure Pi is low, even if idling operation with a small throttle opening (small intake air amount) is performed, Ti min and q min are reduced, so that the air-fuel ratio can be prevented from becoming rich. it can. As a result, deterioration of the exhaust purification catalyst 24 can be suppressed, and deterioration of exhaust emission can be suppressed.

以上の実施形態では、図１に示す構成のハイブリッド車両を例に挙げて説明した。ただし、本発明の適用が可能なハイブリッド車両は、図１に示す構成に限られるものではなく、燃料噴射弁へ供給する燃料の圧力が可変な内燃機関の排気を触媒で浄化し、内燃機関の動力を利用して駆動軸の駆動及び回転電機の発電運転が可能であり、回転電機の発電電力を蓄電装置に充電可能であるハイブリッド車両であれば本発明の適用が可能である。   In the above embodiment, the hybrid vehicle having the configuration shown in FIG. 1 has been described as an example. However, the hybrid vehicle to which the present invention can be applied is not limited to the configuration shown in FIG. 1, and the exhaust gas of the internal combustion engine in which the pressure of the fuel supplied to the fuel injection valve is variable is purified by a catalyst. The present invention can be applied to any hybrid vehicle capable of driving the drive shaft and generating electric power of the rotating electrical machine using power and charging the power storage device with the electric power generated by the rotating electrical machine.

以上、本発明を実施するための形態について説明したが、本発明はこうした実施形態に何等限定されるものではなく、本発明の要旨を逸脱しない範囲内において、種々なる形態で実施し得ることは勿論である。   As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

１２ 内燃機関、１４，１５ モータジェネレータ、１７ 駆動軸、１８ 駆動輪、２０ 蓄電装置、２２，２３ インバータ、３２ 遊星歯車機構、４０ エンジン用電子制御装置、５０ モータ用電子制御装置、６０ ハイブリッド用電子制御装置、６１ 燃圧センサ、６２ 触媒温度センサ、６４ アクセル開度センサ。   12 internal combustion engine, 14, 15 motor generator, 17 drive shaft, 18 drive wheel, 20 power storage device, 22, 23 inverter, 32 planetary gear mechanism, 40 engine electronic control device, 50 motor electronic control device, 60 hybrid electronic Control device, 61 fuel pressure sensor, 62 catalyst temperature sensor, 64 accelerator opening sensor.

Claims (1)

燃料噴射弁へ供給する燃料の圧力が可変な内燃機関の排気を触媒で浄化し、内燃機関の動力を利用して駆動軸の駆動及び回転電機の発電運転が可能であり、回転電機の発電電力を蓄電装置に充電可能であるハイブリッド車両の制御装置であって、
アクセルオフ時に内燃機関の燃料カットを行う内燃機関制御部を備え、
内燃機関制御部は、触媒の温度が許容温度以上であり、燃料噴射弁へ供給する燃料の圧力が設定圧力以上であり、蓄電装置の残存容量が所定値以下である場合は、アクセルオフ時にもかかわらず内燃機関の燃料カットを禁止して内燃機関の負荷運転を行い、
当該内燃機関の負荷運転による動力を利用して回転電機の発電運転を行う、ハイブリッド車両の制御装置。 The exhaust of the internal combustion engine with variable fuel pressure supplied to the fuel injection valve is purified with a catalyst, and the drive shaft can be driven and the rotating electrical machine can be driven using the power of the internal combustion engine. Is a control device for a hybrid vehicle capable of charging a power storage device,
An internal combustion engine controller that cuts the fuel of the internal combustion engine when the accelerator is off;
When the temperature of the catalyst is equal to or higher than the allowable temperature, the pressure of the fuel supplied to the fuel injection valve is equal to or higher than the set pressure, and the remaining capacity of the power storage device is equal to or lower than a predetermined value, the internal combustion engine control unit Regardless of which the fuel cut of the internal combustion engine is prohibited and the internal combustion engine is loaded,
A control apparatus for a hybrid vehicle that performs power generation operation of a rotating electrical machine using power generated by load operation of the internal combustion engine.
JP2014232075A 2014-11-14 2014-11-14 Hybrid vehicle control device Pending JP2016094124A (en)

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JP2018155191A (en) * 2017-03-17 2018-10-04 ダイハツ工業株式会社 Fuel cut control device
JP2020189541A (en) * 2019-05-21 2020-11-26 トヨタ自動車株式会社 Hybrid vehicle and method for controlling the same
US11427181B2 (en) 2020-09-17 2022-08-30 Toyota Jidosha Kabushiki Kaisha Controller for internal combustion engine, control method for internal combustion engine, and memory medium

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018155191A (en) * 2017-03-17 2018-10-04 ダイハツ工業株式会社 Fuel cut control device
CN107415730A (en) * 2017-07-11 2017-12-01 电子科技大学 A kind of Poewr control method of vehicle fuel battery power-supply system
JP2020189541A (en) * 2019-05-21 2020-11-26 トヨタ自動車株式会社 Hybrid vehicle and method for controlling the same
US11427181B2 (en) 2020-09-17 2022-08-30 Toyota Jidosha Kabushiki Kaisha Controller for internal combustion engine, control method for internal combustion engine, and memory medium

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