JP2013133040A - Hybrid vehicle and control method for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of stabilizing an emission state, and a control method for a hybrid vehicle.SOLUTION: The plug-in hybrid vehicle 10 includes an engine 100 for outputting traveling drive force according to an engine output request Pe, a second motor generator 120 for performing motor traveling by rotating and driving the motor by means of electric power, and an ECU 170 for adjusting traveling drive force of the engine 100 and rotary drive force of the second motor generator 120 according to a user output request Pus. The ECU 170 restrains the engine output request Pe during a warming-up operation according to starting of the engine 100, and makes the user output request Pus follow the engine output request Pe according to improved emission of the engine 100. Desired traveling drive force can be attained by stabilizing an emission condition after the initial starting of the engine 100 from EV traveling.

Description

    The present invention relates to a hybrid vehicle and a hybrid vehicle control method for improving engine emission.

  Conventionally, a hybrid vehicle equipped with an engine such as an internal combustion engine and a motor as a drive source is known. A hybrid vehicle is equipped with a power storage device such as a battery that stores electric power supplied to the motor. This power storage device is charged with electric power generated by a generator driven by an engine. The power storage device is charged with electric power regenerated using a motor during deceleration of the vehicle. A plug-in hybrid vehicle, which is a type of hybrid vehicle, can also charge the power storage device with electric power supplied from the outside of the hybrid vehicle.

  Such a hybrid vehicle travels using either one or both of the engine and the motor as a drive source in accordance with the driving state of the vehicle (hereinafter referred to as HV traveling). Therefore, the engine is stopped, and it is possible to travel using only the motor as a drive source (hereinafter referred to as EV travel).

  In a running state where the engine is stopped and only the motor is used as a drive source, exhaust gas is not discharged, so the load on the environment is small. Therefore, it is preferable to travel so that the engine can be kept stopped as much as possible.

  JP 2011-121482 A (Patent Document 1) discloses that the EV traveling allowable vehicle speed decreases as the engine stop time during EV traveling is long or the number of times the engine is started after the system is started is smaller. A technique for facilitating starting the engine is disclosed.

JP 2011-121482 A JP 2009-154701 A JP 2008-296907 A JP 2010-280379 A

  However, in the conventional hybrid vehicle configured as described above, when the EV travel is performed for a long time, if the user's required power (hereinafter referred to as a user output request) increases immediately after the engine starts, the emission (emission in the exhaust) There was a problem that the state was not stable.

  Accordingly, the present invention has been made to solve the above-described problems, and an object of the present invention is to provide a hybrid vehicle and a hybrid vehicle control method capable of stabilizing the emission state.

  A hybrid vehicle according to the present invention includes an internal combustion engine that outputs a travel driving force in response to an engine output request, an electric drive device that rotates using electric power to perform motor travel, a travel drive force of the internal combustion engine, and an electric drive. A control unit that adjusts the rotational driving force of the apparatus in response to a user output request. The control unit suppresses the engine output request during the warm-up operation due to the startup of the internal combustion engine and adjusts the engine output request to follow the user output request as the emission state of the internal combustion engine is improved.

  Preferably, the warm-up operation by the control unit of the hybrid vehicle includes warm-up of the catalyst device that purifies the exhaust gas of the internal combustion engine.

  Preferably, after starting the internal combustion engine, the control unit performs an adjustment for suppressing an increase in travel driving force due to the engine output request for a predetermined time.

  Preferably, the control unit performs adjustment to suppress an increase in driving force due to an engine output request when starting the internal combustion engine during motor traveling.

  Preferably, the control unit performs adjustment to suppress the engine output request when a predetermined time has elapsed since the previous stop of the internal combustion engine.

  Preferably, the hybrid vehicle further includes a power storage device that supplies electric power to the electric drive device. The control unit does not perform adjustment to suppress the engine output request when the output permission voltage value of the power storage device is smaller than a predetermined steady value.

  Preferably, the control unit adjusts to suppress the engine output request when the engine output request calculated by the user output request is larger than a value obtained by correcting the output permission voltage value of the power storage device with the margin value. Do not do.

  Preferably, the hybrid vehicle further includes a plug-in mechanism for enabling charging / discharging of power to / from the power storage device with an external power source.

  According to another aspect of the present invention, there is provided a method for controlling a hybrid vehicle, wherein a traveling driving force of an internal combustion engine and a rotational driving force of an electric drive device are adjusted according to a user output request, so During engine operation, the step of suppressing the engine output request, the step of delaying the engine output request when the internal combustion engine is started, and the improvement of the emission state of the internal combustion engine follow the engine output request. And a step of causing.

  According to the present invention, the emission state can be stabilized.

It is a lineblock diagram showing a hybrid vehicle in an embodiment. It is a flowchart which shows an example of the driving force control of a hybrid vehicle. It is a flowchart which shows an example of the suppression control of step S8 of FIG. It is a timing chart which shows an example of the driving force control of a hybrid vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a configuration diagram showing a plug-in hybrid vehicle 10 as a hybrid vehicle in the embodiment.

  Plug-in hybrid vehicle 10 includes an engine 100, a first motor generator 110, a second motor generator 120, a power split mechanism 130, a speed reducer 140, and a power storage device 150.

  Engine 100, first motor generator 110, second motor generator 120, and power storage device 150 are controlled by an ECU (Electronic Control Unit) 170 serving as a control unit. ECU 170 adjusts the driving force of engine 100 and the rotational driving force of first motor generator 110 and second motor generator 120 according to user output request Pus. ECU 170 may be divided into a plurality of ECUs.

  This plug-in hybrid vehicle 10 travels by driving force from at least one of engine 100 and second motor generator 120. That is, either one or both of engine 100 and second motor generator 120 is automatically selected as a drive source according to the operating state.

  For example, when the accelerator opening is small and the vehicle speed is low, the plug-in hybrid vehicle 10 travels using only the second motor generator 120 as a drive source. In this case, engine 100 is stopped.

  Further, engine 100 is driven when the accelerator opening is large, when the vehicle speed is high, or when the remaining capacity (SOC: State Of Charge) of power storage device 150 is small. In this case, plug-in hybrid vehicle 10 travels using only engine 100 or both engine 100 and second motor generator 120 as drive sources.

  The engine 100 is an internal combustion engine. An air intake port for introducing air is provided on the air intake side of the engine 100. An A / F sensor (air flow sensor) 111 is provided on the air intake side. The A / F sensor 111 detects the air flow rate and outputs it as an air flow rate detection signal ef on the precondition that there is a predetermined amount or more of air passing through the air inflow passage. The air flow rate detection signal ef detected by the A / F sensor 111 is input to the ECU 170.

A fuel tank 108 is connected to the engine 100 via a fuel pipe 107 that supplies fuel. The fuel in the fuel tank 108 is discharged by the fuel pump P, passes through the fuel pipe 107, and is supplied to the engine 100. Fuel pump P
The discharge amount can be changed according to the drive signal fs from the ECU 170.

  The ECU 170 outputs an engine output request Pe calculated based on the user output request Pus. When the engine output request Pe is input to the engine 100, the engine 100 outputs a traveling driving force in accordance with the engine output request Pe. The travel driving force of the engine 100 is transmitted from the crankshaft to the power split mechanism 130 connected through the rotational drive shaft, and is used as the travel driving force of the plug-in hybrid vehicle 10 mainly in the HV traveling state.

  The air-fuel mixture of the air introduced into the engine 100 and the fuel sent from the fuel tank 108 burns in the combustion chamber in the cylinder of the engine 100, thereby rotating the crankshaft as the output shaft. The exhaust gas discharged from the engine 100 is purified by the catalyst device 102 and then discharged outside the vehicle. The catalyst device 102 exhibits a purification action by being warmed up to a specific temperature. The catalyst device 102 is warmed up using the heat of the exhaust gas. The catalyst device 102 is, for example, a three-way catalyst.

  A catalyst temperature sensor 103 that detects the temperature of the catalyst device 102 is provided on the side of the muffler passage in which the catalyst device 102 is accommodated. The catalyst temperature sensor 103 transmits a temperature detection value Tcat to the ECU 170.

  An O2 sensor 105 is provided on the downstream side of the catalyst device 102. The O2 sensor 105 outputs an O2 detection value, which is a detection value of the amount of oxygen in the exhaust gas exhausted from the engine 100, to the ECU 170. The O2 detection value input to the ECU 170 is used to determine the state of the catalytic device 102 located upstream.

  When the catalyst device 102 is warmed up to a specific temperature, the catalyst device 102 enters an active state in which a purification action is exhibited. For this reason, air-fuel ratio feedback control is performed depending on whether or not an active state is obtained from the detected O2 value.

  The plug-in hybrid vehicle 10 is provided with an oil pump 106 connected to the output shaft of the engine 100. The oil pump 106 is rotationally driven as the engine 100 or the first motor generator 110 is rotationally driven. As a result, the oil pump 106 can discharge oil and circulate it through the differential gear and axle of the drive train.

  The oil pump 106 can be rotationally driven by the first motor generator 110 even when the plug-in hybrid vehicle 10 is stopped. Regardless of whether or not the output shaft of the engine 100 is driven to rotate, the first motor generator 110 can be put in a motoring state, and oil can be discharged from the oil pump 106, thereby reducing fuel consumption and deteriorating fuel consumption. Lubrication can be done without

  The engine 100 is provided with a water temperature sensor 101 that detects the coolant temperature. The water temperature detected by the water temperature sensor 101 is output as a water temperature signal WS. The water temperature signal WS can be input to the ECU 170 and used by the ECU 170 to determine the warm-up operation state after the engine 100 is started.

  Further, the ECU 170 outputs a motor drive signal. The motor drive signal is calculated by the ECU 170 together with the engine output request Pe based on the user output request Pus.

  Based on this motor drive signal, the rotational driving force of the first motor generator 110 and the second motor generator 120 is adjusted. The rotational driving force of the first motor generator 110 and the second motor generator 120 is mainly used as an intermittent or continuous traveling driving force when performing motor traveling and HV traveling.

  Engine 100, first motor generator 110, and second motor generator 120 are connected via power split mechanism 130. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheel 160 supported by the axle via the speed reducer 140. The other is a path that is transmitted to the first motor generator 110 to generate power by rotational driving.

  The rotational driving force of the engine 100 divided by the power split mechanism 130 causes the first motor generator 110 to be rotationally driven to generate electric power. At this time, when the plug-in hybrid vehicle 10 is stopped, the axle does not rotate due to the counter torque of the second motor generator 120.

  First motor generator 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. The electric power generated by first motor generator 110 is selectively used according to the traveling state of plug-in hybrid vehicle 10 and the state of remaining capacity SOC of power storage device 150.

  For example, during normal traveling, the electric power generated by first motor generator 110 becomes electric power for driving second motor generator 120 as it is. On the other hand, when the remaining capacity SOC of power storage device 150 is lower than a predetermined value, the electric power generated by first motor generator 110 is converted from AC to DC by an inverter described later, and then converted by a converter or the like. And stored in the power storage device 150.

  Second motor generator 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second motor generator 120 generates a rotational driving force by at least one of the electric power stored in power storage device 150 and the electric power generated by first motor generator 110. The driving force of the second motor generator 120 is transmitted to the front wheels 160 via the speed reducer 140. As a result, the second motor generator 120 assists the engine 100 or causes the plug-in hybrid vehicle 10 to travel by the driving force from the second motor generator 120. In other words, plug-in hybrid vehicle 10 can travel using the electric power stored in power storage device 150. The rear wheels may be driven instead of or in addition to the front wheels 160.

  Power split device 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so that it can rotate. The sun gear is connected to the rotation shaft of first motor generator 110. The carrier is connected to the crankshaft of engine 100. The ring gear is connected to the rotation shaft of second motor generator 120 and speed reducer 140.

  The power storage device 150 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of power storage device 150 is, for example, about 200V. First power generator 110 and second motor generator 120 are connected to power storage device 150 with a drive control circuit interposed therebetween. The drive control circuit includes an inverter circuit (not shown) and the like, and adjusts outputs to the first motor generator 110 and the second motor generator 120 by a motor drive signal from the ECU 170.

  Further, the plug-in hybrid vehicle 10 of this embodiment is provided with a plug-in mechanism 190. The plug-in mechanism 190 includes a connector member that can disconnect and connect the power storage device 150 and the external power supply 180. The electrical connection between the connector members enables charging / discharging of power between the power storage device 150 of the plug-in hybrid vehicle 10 and the external power supply 180.

  For this reason, electric power is supplied from the external power supply 180 via the plug-in mechanism 190 and charged. In addition, the power remaining in the power storage device 150 of the plug-in hybrid vehicle 10 or the power generated by the first motor generator 110 or the second motor generator 120 can be supplied to a building or the like provided with the external power supply 180. . Note that a capacitor may be used instead of or in addition to the power storage device 150.

  FIG. 2 is a flowchart showing an example of driving force control of the plug-in hybrid vehicle 10.

  When driving force control is started in step S1, ECU 170 enters a ready ON state, and the process proceeds to step S2. In the ReadyON state, the water temperature sensor 101, the catalyst temperature sensor 103, the O2 sensor 105, and the like connected to the electric system including the ECU 170 are activated.

  In addition, the rotational driving force generated by motoring of the first motor generator 110 is transmitted to the oil pump 106 via the power split mechanism 130. Therefore, even when the plug-in hybrid vehicle 10 is stopped, the oil can be circulated by the oil pump 106 to the driving force transmission member such as the differential gear and axle of the drive train. Therefore, it is possible to reduce in advance the friction loss during warm-up operation after the engine is started, and in this respect as well, the emission state (hereinafter also referred to as emission) can be stabilized.

  In step S2, the plug-in hybrid vehicle 10 starts motor traveling by EV traveling. At this time, oil is circulated by motoring. Therefore, it is not necessary to start engine 100 at the start of EV traveling, and it is not necessary to drive oil pump 106 with engine 100 during traveling. Therefore, the load at the time of starting the engine can be reduced as much as the oil pump 106 is driven to rotate, and the emission can be further stabilized.

  In step S <b> 3, detection values are output from each sensor to ECU 170 and input to ECU 170. In ECU 170, arithmetic processing is performed based on each detected value. A temperature detection value Tcat is transmitted from the catalyst temperature sensor 103.

  The O2 sensor 105 detects the amount of oxygen in the exhaust gas and outputs an oxygen detection signal O2. The oxygen detection signal O2 is input to the ECU 170. From the water temperature sensor 101, the detected cooling water temperature is output as a water temperature signal WS and input to the ECU 170.

  From the A / F sensor 111, the flow rate of air in the air inflow passage is detected and input to the ECU 170 as an air flow rate detection signal ef.

  In addition, the state value (battery current IB, battery voltage VB, battery temperature TB) of the charge amount stored in power storage device 150 is detected by battery sensor 104. This state value is used for calculation by ECU 170 as state value data when calculating the remaining capacity (SOC: State Of Charge) of power storage device 150.

  That is, the state value detected by battery sensor 104 is calculated by ECU 170 to estimate the SOC (State of Charge) of power storage device 150. The SOC is indicated by a value indicating the current charge amount with respect to the full charge amount as a percentage. Since any known method can be applied to the SOC estimation method, detailed description will not be given here.

  Further, ECU 170 based on at least the SOC, an input permission power value (hereinafter also referred to as “Win”) indicating a limit value of power to be charged to power storage device 150, and an output permission indicating a limit value of power discharged from power storage device 150. A power value (hereinafter also referred to as Wout) is set. Input / output power (hereinafter also simply referred to as battery power) to power storage device 150 is indicated by a positive value when power storage device 150 is discharged, and is indicated by a negative value when charging. Therefore, the output permission power value Wout is zero or a positive value (Wout ≧ 0), and Win is zero or a negative value (Win ≦ 0).

  When the process proceeds to step S4, it is determined whether or not a certain time has elapsed since the previous stop of the engine 100. In a hybrid vehicle including the plug-in hybrid vehicle 10 or a vehicle having an idling stop function, the engine 100 or the catalyst device 102 may be cooled in a short time depending on conditions such as the outside air temperature.

  In this case, even if the time from engine stop to start-up, such as a signal-waiting stop state, is relatively short, the engine 100 is cooled, the emission immediately after start-up deteriorates, or the purification action of the catalyst device 102 cannot be exhibited. There is a fear.

  Moreover, in the plug-in hybrid vehicle 10, after charging, the EV is running for a relatively long predetermined time TH (the predetermined time TH is about 1 to 24 hours or more and varies depending on the season, temperature, etc.), The engine 100 may not be started.

  Therefore, in this embodiment, when predetermined time TH has elapsed since the previous stop of engine 100, ECU 170 performs the warm-up operation on the assumption that engine 100 and catalyst device 102 have not been sufficiently warmed up. Judge that it is necessary.

  Then, the process proceeds to the next step S5 and thereafter, and adjustment is performed to suppress the engine output request. For this reason, even when the engine 100 has been stopped for a long time, the emission when the engine 100 is started can be stabilized.

  Further, when the predetermined time TH has not elapsed since the previous stop of the engine 100, the remaining heat is large and the engine 100 and the catalyst device 102 are sufficiently warmed up. If it is warmed up, it is determined that it is not necessary to perform warm-up operation, and the process proceeds to step S10.

  Further, in a hybrid vehicle including the plug-in hybrid vehicle 10 or a vehicle having an idling stop function, the time from engine stop to start-up such as a stop state waiting for a signal may be relatively short.

  That is, when the engine is stopped for a short period of time, the remaining heat is retained in the engine 100 or the catalyst device 102 and does not decrease to a temperature at which emission is deteriorated. Therefore, when TH has not elapsed for a predetermined time since the previous engine stop, it is determined that the engine has not been cooled and it is not necessary to perform the warm-up operation.

  When the process proceeds to step S5, as the user output request Pus increases, at time t1, the EV traveling mode in which the vehicle mainly travels only by the motor driving force is changed to the HV traveling mode in which the motor driving force and the engine driving force are used together. Transition. The transition at the time t1 includes a case where the engine is first started in order to use the engine driving force for the driving force or power generation from the state where the motor driving force is used only during the HV driving.

  In the HV traveling mode, the driving force by the engine 100 is mainly used for traveling driving, and power generation is performed by the driving force by the engine 100 and the motor driving force is used together or independently.

  In step S5, engine 100 is started by cranking together with a start signal from ECU 170.

  As the engine 100 is started, the fuel in the fuel tank 108 discharged from the fuel pump 109 is carried to the in-cylinder combustion chamber of the engine 100 via the fuel pipe 107. In the combustion chamber, the fuel that is mixed with the air from the air intake is injected, ignited, and burned. As a result, a rotational driving force is generated on the crankshaft of the engine 100, and the exhaust gas in the high temperature state warms up the engine 100 and the catalyst device 102 connected thereto.

  In the catalyst device 102 of the plug-in hybrid vehicle 10, if the minimum output of the engine 100 is equal to or greater than, for example, a value of 3 kw, the catalyst device 102 can exert an exhaust gas purification action.

  In step S6, it is determined whether or not a certain time has elapsed since the engine 100 was started. Step S6 determines that the engine has already been warmed up if a predetermined time has elapsed after the engine 100 is started, and advances the processing to step S10. On the other hand, if the predetermined time has not elapsed after the engine 100 is started, it is determined that the engine has not been warmed up, and the process proceeds to step S7.

When the process proceeds to step S7, it is determined whether or not there is a catalyst warm-up request.
The determination as to whether or not there is a catalyst warm-up request is made based on, for example, the temperature detection value Tcat input to the ECU 170 from the catalyst temperature sensor 103 provided on the side of the muffler passage in which the catalyst device 102 is accommodated. For example, when the temperature detection value Tcat is lower than a predetermined temperature, it is determined that there is a catalyst warm-up request.

  An O2 sensor 105 provided on the downstream side of the catalyst device 102 detects an oxygen amount indicating the amount of oxygen in the exhaust gas. The detected oxygen amount is input to the ECU 170 as an oxygen detection signal O2. This oxygen detection signal O2 is a good value when the state of the catalyst device 102 located upstream of the O2 sensor 105 is purifying by warming up to a specific temperature. For this reason, it is possible to accurately determine that the warming-up of the catalytic device 102 has progressed and the catalytic device 102 is becoming active based on whether or not the oxygen detection signal O2 has reached a predetermined constant value.

  Therefore, the ECU 170 can make a more accurate determination by using the oxygen detection signal O2 and the temperature detection value Tcat alone or at least one of them alone for determining the catalyst warm-up request.

  If it is determined in step S7 that there is a catalyst warm-up request, the process proceeds to the next step S8. If it is determined that there is no catalyst warm-up request, the process proceeds to step S10 to start normal normal HV control, and the process proceeds to step S9 to end the routine.

  FIG. 3 is a flowchart illustrating an example of Pe suppression control performed in step S8 of FIG.

  When the Pe suppression control is started in step S11, it is determined in step S13 whether or not adjustment for suppressing the engine output request Pe is performed.

  The case where adjustment for suppressing the engine output request Pe is necessary in step S13 is a case where the emission may not be stabilized immediately after the engine 100 is started.

  When ECU 170 suppresses engine output request Pe, ECU 170 advances the process to margin calculation loop MP shown in the next steps S14 to S18.

If the engine output request Pe is not suppressed, the process proceeds to step S21.
In step S21, the engine output request Pe is set to Pe = Pvbs (Pvbs: vehicle required power), and the process proceeds to step S22. Here, the vehicle required power is a value obtained by subtracting charge / discharge request value Pchg of power storage device 150 from user output request Pus. When the engine output request Pe = Pvbs, the Pe suppression control is temporarily interrupted, and the output of the engine 100 close to the user output request Pus is obtained.

  In the process of step S13, when the engine output request Pe is suppressed, when the process proceeds to the margin calculation loop MP, it is determined in step S14 whether or not the engine output request Pe is delayed. The case where adjustment for delaying the engine output request Pe is necessary is a case where the emission may not be stabilized immediately after the engine 100 is started.

  In addition, when it is necessary to make an adjustment for delaying the engine output request Pe, one of the conditions includes a case where the output permission power value Wout of the power storage device 150 is smaller than a predetermined steady value.

  In the hybrid vehicle including the plug-in hybrid vehicle 10 of this embodiment, the output permission power value Wout is used as one condition for determining the Pe delay request.

  That is, whether or not the maximum output permission power value Wout that can be output from the power storage device 150 from the remaining battery capacity is larger than a predetermined value that is a predetermined steady value even during the suppression control of the engine 100. Is determined.

  For example, it is determined whether or not Wout> constant value (constant value: 35 kW here, for example).

  If it is determined that Wout> a constant value, in the next step S15, the processing for starting the Pe delay control is advanced and 10 kW is added as the margin addition amount. If it is determined that Wout> the constant value is not satisfied, the process of starting the Pe suppression control is advanced in step S16, and the margin addition amount is set to zero. Thus, when the output permission power value Wout of the power storage device 150 is smaller than a predetermined steady value, the margin addition amount is set to 0 and the adjustment for delaying the engine output request Pe is not performed. Therefore, immediately after engine 100 is started, engine output request Pe can be increased to perform power generation, charging, and HV traveling, and the possibility that power storage device 150 is overdischarged can be reduced.

  In the plug-in hybrid vehicle 10, there are relatively many cases where the motor traveling that travels only with the rotational driving force of the second motor generator 120 continues for a predetermined time TH or longer (hereinafter also referred to as an EV traveling mode).

  In particular, in a hybrid vehicle including the plug-in hybrid vehicle 10, the engine 100 is stopped a relatively large number of times even during traveling, and the distribution of residual fuel in the cylinder cylinder portion of the engine 100 occurs. In addition, the state in which the engine is stopped is different every time when the vehicle is stopped or intermittently operated. For this reason, the engine output request Pe required immediately after the engine is started is not uniform, and the emission is deteriorated when the high load operation is forced.

  Moreover, in the plug-in hybrid vehicle 10, there are many opportunities to perform motor traveling in the EV traveling mode immediately after the operation is started and the Ready ON state is established. In this EV travel mode, the engine 100 is not started, so that warm-up is not performed. Moreover, since the catalyst device 102 is also in a state close to the outside air temperature, it is not in an active state immediately after the engine 100 is started, and time is required until a purification action is exhibited.

  However, in a hybrid vehicle including the plug-in hybrid vehicle 10, a high load is generated by the user output request Pus immediately after the engine 100 is started without sufficiently warming up the engine 100 and the catalyst device 102 from the EV travel mode. You may have to drive in a state.

  In such a case, since the fuel injected in a stopped state is started from a state where the fuel remains in the cylinder and varies, the state of the residual fuel in the cylinder is different every time, and there are many unknown parts. Therefore, it is ideal to determine the fuel injection amount in accordance with the residual fuel state in the cylinder. However, if a certain degree of reliable start-up is obtained with a constant fuel supply amount corresponding to the engine output request Pe, exhaust gas will be discharged with the emission deteriorated due to variations in residual fuel.

  Further, when the engine 100 is operated at a high load in a state where such exhaust gas is generated, the amount of the portion of the exhaust gas that has not been purified increases with the ratio that is not purified. Therefore, in the catalyst device 102 that has not been warmed up, such exhaust gas is difficult to purify, and there is a risk of worsening emissions.

  If the engine output request Pe is delayed, the process proceeds to the next step S15. If not delayed, the process proceeds to step S16, and a Pe suppression process is performed.

  In step S15, 10 (kw) is set as the margin addition amount. As a result of the setting of the margin addition amount and the gradual change processing, the change in the engine output request Pe is delayed. In step S16, 0 (kw) is set as the margin addition amount. After the margin addition amount is set in step S15 or step S16, the process proceeds to step S17.

  In this embodiment, the margin addition amount is set to 10 (kw). However, the present invention is not particularly limited to this, and the margin addition amount setting value is set according to vehicle configuration conditions, climate, season, or time. Other values may be set.

  For example, the set value of the margin addition amount may be changed based on the variation condition. As fluctuation conditions, a temperature detection value Tcat detected by the catalyst temperature sensor 103, a water temperature signal WS detected by the water temperature sensor 101 provided in the engine 100, and an O2 detection value indicating the state of the catalyst device 102 detected by the O2 sensor 105. The margin addition amount corresponding to these detection data may be set in combination with or independently of detection data detected by a plurality of sensor devices such as the air flow rate detection signal ef detected by the A / F sensor 111. .

  Further, as a changing condition, an outside air temperature sensor that detects an outside air temperature that varies depending on the weather, season, or time outside the plug-in hybrid vehicle 10 may be provided. The outside air temperature detected by this outside air temperature sensor is output to ECU 170 as outside air temperature data.

  Further, for example, the margin addition amount may be set according to the charge state value (battery current IB, battery voltage VB, battery temperature TB) of power storage device 150 or the remaining capacity (SOC) of power storage device 150, and as data As long as it is input to the ECU 170, the quantity, content, and combination of detection values are not particularly limited.

  In step S17, margin addition amount gradual change processing (hereinafter also referred to as rate processing) is performed. The gradual change process is a so-called smoothing process in which the change in the value of the engine output request Pe is limited to a slow value, and the margin addition amount is adjusted so as to change slowly. In ECU 170, after such arithmetic processing including gradual change processing is performed, the processing proceeds to step S18.

  In step S18, the margin addition amount is determined. When the margin addition amount in step S18 is determined, the calculation process in the margin calculation loop MP is completed, and the process proceeds to the next step S19.

  In step S19, a value obtained by adding the margin addition amount calculated in the margin calculation loop MP to the output permission power value Wout indicating the limit value of the power that can be discharged from the power storage device 150 is set as the margin.

  When the process proceeds to the next step S20, a value obtained by subtracting the margin set in step S19 from the user output request Pus is set as the engine output request Pe. The engine output request Pe can also be calculated as a value obtained by subtracting a value obtained by adding the output permission power value Wout and the margin addition amount from the user output request Pus.

  The user output request Pus may exceed a margin (a value obtained by adding the output permission power value Wout and the margin addition amount) due to a further acceleration request. In this case, since the engine output request Pe is required, the margin calculation loop MP is temporarily suspended, and the process returns to step S21. In step S21, drivability can be improved by setting the engine output request Pe to Pe = Pvbs.

  When the process of step S20 or step S21 ends, the process proceeds to step S22. In step S22, processing for preventing the engine output request Pe from falling below the lower limit guard is executed. As the lower limit guard, a catalyst warm-up engine minimum output value (for example, 3 kW) is used.

  In step S22, the output of the engine 100 is maintained so as not to decrease below the catalyst warm-up engine minimum output value. As a result, it is possible to prevent a situation in which the engine output request Pe calculated in the arithmetic processing up to step S20 is too small to warm up the engine 100.

  When the process proceeds to the next step S 23, the engine output request Pe is determined and the engine output request Pe signal is output from the ECU 170 to the engine 100. Thus, engine 100 is driven in accordance with engine output request Pe that performs delay and suppression control from startup.

  As described above, the fuel remaining in the in-cylinder combustion chamber for a certain time from the start of the engine 100 can be combusted until it is equalized at a relatively low engine output request Pe, thereby eliminating variations. For this reason, the emission of the engine 100 can be stabilized as compared with the case where a high engine output request Pe is given immediately after the engine 100 is started by the user output request Pus.

  Further, since the engine output request Pe is low within this fixed time, the amount of exhaust gas is relatively small. For this reason, even if the emission deteriorates, the influence is small.

  Furthermore, the catalyst device 102 is warmed up together with the warm-up operation of the engine 100 within this fixed time. For this reason, it is possible to shorten the time until the catalytic device 102 is in an active state in which the purification action is exerted, and the purification capability of the catalytic device 102 can be exhibited at an early stage.

  When the process proceeds to step S24, the Pe suppression control ends, the process returns from step S9 in FIG. 2 to step S1, and the drive control routine is repeated.

  FIG. 4 is a timing chart showing an example of the driving force control of the plug-in hybrid vehicle 10.

  In this timing chart, the vehicle running mode, catalyst warm-up request command, Pe suppression execution command, Pe delay execution command, margin addition amount, user output request Pus, and engine output request Pe are respectively shown at the time t from the top in the figure. It shows how it changes along the transition.

  When an activation instruction is given from the driver by the vehicle start button or the like at time t0, the plug-in hybrid vehicle 10 completes the self-check of the ECU 170 and enters the ReadyON state. When the driving force control corresponding to step S1 is started, the user output request Pus increases due to an increase in the passenger's accelerator opening request or the like with the progress of time t between times t0 and t1.

  Engine output request Pe output from ECU 170 to engine 100 is set based on a value (see virtual line W1 in FIG. 4) obtained by subtracting output permission power value Wout of power storage device 150 from user output request Pus. Yes.

  FIG. 4 further shows a virtual line W2 obtained by subtracting a constant value (here, 10 kW) from the engine output request Pe as a margin as a margin addition amount.

  At this time t1, when the engine output request Pe indicated by the virtual line W1 in FIG. 4 becomes a positive value, the traveling mode is shifted from EV traveling to HV traveling. This is because the user output request Pus exceeds the output permission power value Wout at time t1, and therefore the user output request Pus cannot be satisfied by the power storage device 150 alone.

  Due to the increase in the user output request Pus, the travel mode shifts from the motor travel by EV travel to the HV travel mode (hereinafter referred to as HV travel) using both motor travel and engine travel. At time t1, engine 100 is started by cranking.

  ECU 170 outputs a cranking request signal to engine 100. Along with this, the fuel in the fuel tank 108 is guided to the engine 100 through the fuel pipe 107 by the drive of the fuel pump 109 by the start signal from the ECU 170. The fuel is injected into the combustion chamber in the cylinder of the engine 100 and ignited.

  At time t2, engine 100 is started, and a catalyst warm-up request signal output from ECU 170 is turned on.

  Further, a Pe suppression signal is output from the ECU 170 as the engine 100 is started at time t2 (see step S13 in FIG. 3).

  Furthermore, plug-in hybrid vehicle 10 according to this embodiment stores power in power storage device 150 by receiving power from external power supply 180 while the vehicle is stopped. For this reason, when the plug-in hybrid vehicle 10 starts at time t0 when the ReadyON state is set, the probability of motor traveling is higher than that of a normal hybrid vehicle. In addition, when the power storage device 150 having a large capacity is mounted as compared with a normal hybrid vehicle, or when the charging time is sufficiently long, there is a high possibility that the vehicle travels in the EV travel mode.

  As shown in FIG. 4, from the time t0 when EV traveling is started to the time when HV traveling using both motor traveling and engine traveling is performed or until time t1 when cranking is performed, from the time when the previous engine 100 is stopped. In some cases, the period T1 is equal to or longer than a certain time.

  When it is determined that the time has passed so that there is almost no residual heat since the previous stop of engine 100, warm-up operation (see steps S4 and S5 in FIG. 2) is performed.

  At time t2, it is determined that it is necessary to suppress the engine output request Pe in order to prevent deterioration of emissions, and it is determined that it is necessary to delay the engine output request Pe.

  Based on this determination, the ECU 170 turns on the Pe delay signal simultaneously with the output of the Pe suppression signal (see step S14 in FIG. 3).

  When the engine output request Pe needs to be suppressed and delayed, the warm-up operation is required after a predetermined time since the last engine stop, and the emission is not performed when the engine 100 is started for the first time. This includes cases that may not be stable.

  When the Pe suppression signal is turned on and the Pe delay signal is turned on, the engine output request Pe is delayed (see step S15 in FIG. 3).

  Therefore, in FIG. 4, until the time t3 when the broken line W3 starts to rise according to the user output request Pus due to the engine output request Pe, it is delayed from the start of the rise of the virtual line W1 immediately after the engine start time t2.

  After time t3, when the Pe delay signal is in the OFF state, the engine output request Pe can be returned to follow the virtual line W1 at a desired change rate set in advance.

  In this embodiment, the period T3 from time t2 to time t3 may be set to about 2 seconds, for example.

  Here, the length of the period T3 from the time t2 to the time t3 is set to be approximately the same as the length of the period T4 from the time t3 to the time t4. In this embodiment, the length of the period T4 is set to about 2 seconds so as to be approximately the same as the length of the period T3.

  Therefore, the engine output request Pe does not rise too rapidly due to gradual change, and the engine output request Pe follows the user output request Pus without fail.

  If the set value of the period T3 from the time t2 to the time t3 is changed, it is preferable that the period T4 is changed by following this.

  That is, in the ECU 100, even if the period T3 is changed to any length, if there is a period T4 that is approximately the same length as the period T3, the engine output request Pe is W1 = user output request Pus-output permission power. The difference deviating from the value Wout can be returned at a preset desired change rate.

  If this period is the same length, for example, a desired change rate can be obtained by a set value such as about 1 to 10 seconds. In addition, if it can be gradually changed without suddenly rising and can be reliably returned without being too late, it is not necessary to make the length almost the same, and depending on the setting of the length of the period T3, a certain length is required. In addition, the length of the period T4 may be set.

  A broken line W3 is a line obtained by subtracting a margin addition amount (10 kW) from the virtual line W1 (see step S20). Thereby, the broken line W3 with respect to the imaginary line W1 is shown to be separated downward in the figure.

  However, between times t2 and t4, if the engine output request Pe is away from the engine output request Pe as indicated by the broken line W3, the engine output request Pe may not be able to maintain the catalyst warm-up engine minimum output value (for example, 3 kW). For this reason, the lower limit guard process is applied from time t2 to time t3 as shown by the solid line W4.

  By this lower limit guard processing, the catalyst warm-up engine minimum output value (for example, 3 kW) is output from engine 100 at the minimum, and the minimum output required for warm-up is maintained (in step S22 in FIG. 3). Equivalent to).

  In addition, between time t2 and time t4 of this embodiment, in order to satisfy the user output request Pus, the suppression amount subtracted from the engine output request Pe (in FIG. 4, the divergence between the virtual line W1 and the user output request Pus) Can be supplemented by the rotational driving force of the second motor generator 120.

  Therefore, when shifting from the EV traveling mode to the HV traveling mode, in addition to the engine driving force of the engine 100, the rotational driving force of the second motor generator 120 is continuously used, and the drivability with good acceleration / deceleration response is achieved. Can be improved.

  Furthermore, in this embodiment, the length of the period T3 from time t2 to time t3 is set to be about 2 seconds, which is about the same as the period T4 from time t3 to time t4. When the divergence from the user output request Pus expanded by the delay process is resolved by the gradual change process after time t3, there is no possibility that the set period T3 is too short and rapidly increases. In addition, the time that is eliminated by the gradual change process does not become longer than necessary, and is set to a time that can follow the user output request Pus in a short time.

  At time t <b> 3, a certain amount of time has elapsed since the start of the engine 100, so that the fuel variation in the combustion chamber in the cylinder is improved. That is, emissions are improved in a direction that is equalized by injection and combustion of a small amount of fuel. Accordingly, the Pe suppression control is changed at time t3. The Pe suppression control is changed in such a direction that the engine output request Pe follows the user output request Pus.

  First, at a time t3 when a period T3 (for example, 2 seconds) has elapsed from the start of the engine 100, the engine delay request is turned off. Thus, in FIG. 3, the Pe delay process in step S14 is not performed in the ECU 170, and the Pe suppression process corresponding to step S16 is performed.

  That is, in step S16, 0 kW is substituted as the margin addition amount. However, in this margin calculation loop MP, a gradual change process is performed in the next step S17. The gradual change processing of this embodiment is set so that the margin addition amount does not immediately decrease from 10 kW to 0 kW but gradually decreases by the same decrease amount even when the engine delay request is in the OFF state.

  Further, in this embodiment, the period T4 from the time t3 to the time t4 is set to about 2 seconds with the same length as the period T3 from the time t2 to the time t3.

  Therefore, the margin addition amount during the rate transition is gradually reduced so as to be 10 kW → 0 kW with a constant decrease amount.

  The margin addition amount determined in step S18 is added to the output permission power value Wout and becomes a margin (see step S19). The engine output request Pe is obtained by subtracting this margin from the user output request Pus (Pus-Wout-10 kW).

  In FIG. 4, a virtual line W1 indicates a value corresponding to the user output request Pus-output permission power value Wout. Further, the engine output request Pe is suppressed from the time t2 to the time t4 so as to be a small value compared with the virtual line W1, and changes as indicated by a solid line.

  Therefore, immediately after the engine 100 is started, Pe suppression execution is performed in addition to Pe delay execution from the ECU 170, and the engine output request Pe is suppressed. For this reason, although the user output request Pus is increasing, the engine output request Pe is maintained at a low value.

  By suppressing the engine output request Pe from the time t2 to the time t4, there is no fear that the fuel remaining in the combustion chamber in the cylinder of the engine 100 varies and the high-load operation is not performed.

  The warm-up operation of the engine 100 and the catalyst device 102 proceeds during the periods T3 and T4 from the time t2 to the time t4. And it improves in the direction where the dispersion | variation in the residual fuel in a cylinder is eliminated during period T3, T4. For this reason, even if the engine 100 and the catalyst device 102 are operated in a high load state after the time t4, the emission can be stabilized.

  Moreover, after the engine 100 is started, the warm-up operation of the catalyst device 102 is started by passing the exhaust gas. The suppression control performed as the warm-up operation is ensured between time t2 and time t4.

  In order to make the engine output request Pe follow the user output request Pu as the emission of the engine 100 improves, after the time t3 when the engine output request Pe is increased, the hot exhaust gas passes through the delay period T3 and warms up. The machine has started.

  After time t4 when the engine output request Pe follows the user output request Pus, the exhaust gas is well purified in a relatively short time, and the emission becomes stable. Therefore, even if a large amount of exhaust gas is exhausted due to high load operation, it is possible to reduce the risk of emission deterioration.

  Thus, after time t2, the variation in residual fuel is equalized by a small amount of fuel injection and fuel combustion by low load operation of the engine 100 that has been started. Therefore, the variation in the residual fuel is improved, and the emission is reduced when the engine 100 is started after a long time since the last stop of the engine 100, such as when shifting from the EV mode to the HV mode, or after the motor has run for a long time. It can be stabilized.

  Further, after time t3, the margin subtracted from the user output request Pus by the gradual change process gradually decreases (see step S16 and step S17 in FIG. 3).

  As a result, the engine output request Pe gradually increases so as to follow the user output request Pus. Since the engine output request Pe is gradually increased, the emission is kept in a good state.

  Then, the engine output request Pe gradually increases with the value obtained by subtracting the output permission power value Wout from the user output request Pus (see the virtual line W1) as an upper limit. Since the margin is only Wout at time t4, the engine output request Pe indicated by the solid line returns to Pe = Pus−Wout (corresponding to the virtual line W1).

  At time t4, the period T3 + T4 (about 4 seconds) has already elapsed since the engine 100 was started. For this reason, a time corresponding to a part of the warm-up operation has elapsed, and a part of the warm-up operation of the engine 100 and the catalyst device 102 is in progress.

  As time elapses, emissions are improved by warm-up operation, and after time t4, the inclination angle of the solid line W4 of the engine output request Pe becomes the same inclination angle as the user output request Pus.

  Therefore, the engine output request Pe that matches the user output request Pus can be output from the ECU 170 to the engine 100, and the engine 100 can be rotationally driven by the engine output request Pe reflecting the user's intention.

  As described above, after time t4, the engine output request Pe can be made to follow the user output request Pus and the rotational driving force reflecting the user output request Pus can be output from the engine 100 while achieving good emission. .

  For this reason, when the plug-in hybrid vehicle 10 travels in the HV travel mode, even if the engine 100 is started from a state where it has been stopped for a long time, a favorable acceleration / deceleration response can be obtained without deteriorating emissions.

  Further, when acceleration is required, the margin calculation loop MP is temporarily interrupted according to the user output request Pus given by the accelerator opening, and the engine output request Pe is set as Pe = Pvbs. For this reason, the output of the engine 100 close to the user output request Pus can be obtained, and drivability can be further improved.

The embodiment described above will be summarized with reference to the drawings again.
Referring to FIG. 1, a plug-in hybrid vehicle 10 according to the present invention includes an engine 100 that outputs a driving force in response to an engine output request Pe, and a second motor generator that performs motor driving by being rotationally driven using electric power. 120 and an ECU 170 that adjusts the driving force of the engine 100 and the rotational driving force of the second motor generator 120 according to the user output request Pus.

  ECU 170 suppresses engine output request Pe by adjustment during warm-up operation due to startup of engine 100, and causes engine output request Pe to follow user output request Pus as the emission of engine 100 improves.

  Therefore, after starting the engine 100 for the first time while the motor is running in the EV running mode, it is possible to stabilize the emission and obtain a desired running driving force.

  Preferably, the warm-up operation includes warm-up of the catalyst device 102 that purifies the exhaust gas of the engine 100. In the Pe suppression control, if there is a catalyst warm-up request, it is assumed that there is a warm-up request. And after starting the engine 100, the increase of the engine output request | requirement Pe of the engine 100 according to the user output request | requirement Pus is suppressed for a fixed period.

  Therefore, the engine output can be delayed until the catalyst device 102 is activated by the heat of the exhaust gas by the warm-up operation.

  When fuel is combusted in the combustion chamber in the cylinder of the engine 100, engine driving force is generated and the catalyst device 102 connected to the engine 100 is warmed up by the heat of exhaust gas discharged from the engine 100. The

  With the progress of the warm-up operation, after time t4 when the engine output request Pe is made to follow the user output request Pus, the time during which the warm-up operation is performed can be shortened.

  Preferably, after starting engine 100, ECU 170 performs adjustment for suppressing an increase in travel driving force due to engine output request Pe for a predetermined period T3 as shown in FIG.

  For this reason, at the start of the low load operation of the engine 100, the variation of the residual fuel is improved by equalization, and the emission can be stabilized.

  Preferably, ECU 170 adjusts to suppress an increase in driving force due to engine output request Pe when starting engine 100 during motor driving.

  Therefore, when the engine 100 is started for the first time during motor travel in the EV travel mode, or after a long-time motor travel is performed in the HV travel mode, the engine 100 is left with a time from the previous engine stop. Even if the engine is started and used for driving force or power generation, the emission can be stabilized without deteriorating.

  In addition, by continuing the motor travel in the EV travel mode and using it together with the driving force of the engine 100, the decrease in the engine output request Pe delayed or suppressed from the user output request Pus is output to the second motor generator 120. Can compensate for the acceleration and deceleration feeling.

  Preferably, ECU 170 performs adjustment to suppress the engine output request when a predetermined time has elapsed since the previous stop of engine 100.

  For this reason, even when the engine 100 has been stopped for a long time, the emission when the engine 100 is started can be stabilized.

  Preferably, plug-in hybrid vehicle 10 further includes a power storage device 150 that supplies power to second motor generator 120.

  ECU 170 does not perform suppression control to suppress the engine output request when output permission power value Wout of power storage device 150 is smaller than a predetermined steady value.

  For this reason, when the storage capacity charged in the power storage device 150 is small, the engine output request Pe is immediately increased without being suppressed, and a desired rotational driving force is drawn from the engine 100 to generate HV while generating electricity. Charging can be performed.

  Preferably, ECU 170 compares engine output request Pe calculated based on user output request Pus with a value obtained by correcting output permission power value Wout of power storage device 150 with a margin value (see step S20 in FIG. 3). When it becomes larger, the adjustment for suppressing the engine output request Pe is not performed.

  For this reason, the suppression control of the engine output request Pe can be easily changed by correction with the margin value.

  Preferably, plug-in hybrid vehicle 10 further includes a plug-in mechanism 190 that allows power storage device 150 to charge and discharge power with external power supply 180 as shown in FIG. Plug-in hybrid vehicle 10 receives power supplied from external power supply 180 and stores power in power storage device 150.

  For this reason, when the plug-in hybrid vehicle 10 starts traveling, the probability of starting from motor traveling is higher than that of a normal hybrid vehicle. In addition, there are cases where the power storage device 150 having a large capacity is mounted or the charging time is sufficiently long as compared with a normal hybrid vehicle. In such a case, the engine intermittent time during which the motor travels with the engine 100 kept in the OFF state may be long (predetermined time TH or longer).

  For example, as shown in FIG. 4, the plug-in hybrid vehicle 10 that has traveled by the motor in the EV travel mode until time t <b> 1 starts the engine 100 by cranking at time t <b> 1 when a certain time has elapsed since the previous engine stop. There is a case.

  In the plug-in hybrid vehicle 10, the time from the engine stop to the time t1 is often relatively long. For this reason, in most cases, there is no residual heat at the time of the previous engine stop, and when a predetermined time or more has elapsed, the engine 100 is warmed up from time t2.

  In addition, there are cases where the time from the engine stop to the start-up such as a stop waiting for a signal is relatively short. Even in such a case, if the engine 100 or the catalyst device 102 is cooled below the inactivation temperature depending on conditions such as the outside air temperature, the purification action of the catalyst device 102 is not exhibited.

  Furthermore, instead of the margin including the margin addition amount shown in this embodiment, other values can be easily applied as the margin addition amount. Therefore, the delay timing of the engine output request Pe, the suppression ratio, and the like can be made to correspond to each condition by changing the numerical value of the margin addition amount.

  In this embodiment, the period T3 from time t2 to time t3 is set to about 2 seconds as the delay time. In particular, the present invention is not limited to this, and the delay time may be set to 0.1 to 10 seconds, more preferably about 1 to 5 seconds, and the delay time is not limited. The period T4 until the user output request Pus is followed is not limited to this, but is set to 0.1 to 10 seconds, more preferably about 1 to 5 seconds, or the amount of change to be followed is changed to other values. You may comprise so that it may change with a ratio.

  Further, 10 (kw) is set as the margin addition amount for performing the suppression of the engine output request Pe, but this margin addition amount is not particularly limited to this, for example, 1 to 30 (kw), preferably The margin addition amount setting may be changed to another value depending on vehicle configuration conditions, climate, season, time, or the like, such as 5 to 15 (kw). Further, the margin addition amount does not need to be constant within the suppression time, and may be changed. Furthermore, the increase amount (rate shift) of the value of the engine output request Pe that follows the user output request Pus is not limited to gradually increasing at a constant value, but may be set by a different value, an increase rate, or a combination thereof. Good.

  In the embodiments, the plug-in hybrid vehicle 10 has been described. However, the present invention is not limited to this, and the present invention is not limited to this. It is not limited to 10. For example, as long as the engine output request Pe is made to follow the user output request Pu as the emission of the engine 100 is improved, the number, type and combination of drive sources may be any.

  The power storage device 150 of the plug-in hybrid vehicle 10 is connected to an external power supply 180 by a plug-in mechanism 190 that attaches / detaches a connector member. The plug-in mechanism 190 may be a contact type or a non-contact type as long as it is electrically connected to the external power source 180 and can be charged and discharged.

  For example, the plug-in mechanism 190 is not particularly limited as long as power can be charged / discharged from the external power source 180, or a contact contact mechanism that contacts a conductive member such as a metal plate, or non-contact charging / discharging. The shape, quantity and connection method of the plug-in mechanism 190 are not particularly limited, such as a non-contact charge / discharge mechanism capable of performing the above.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description of the above ranges, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 10 Plug-in hybrid vehicle, 100 Engine, 101 Water temperature sensor, 102 Catalyst apparatus, 103 Catalyst temperature sensor, 104 Battery sensor, 105 O2 sensor, 106 Oil pump, 107 Fuel pipe, 108 Fuel tank, 109 Fuel pump, 110 1st motor Generator, 111 A / F sensor, 120 Second motor generator, 130 Power split mechanism, 140 Reducer, 150 Power storage device, 160 Front wheel, 170 ECU, 180 External power supply, 190 Plug-in mechanism

Claims (9)

An internal combustion engine that outputs a driving force in response to an engine output request;
An electric drive device that rotates using electric power to drive the motor;
A control unit that adjusts the traveling driving force of the internal combustion engine and the rotational driving force of the electric drive device according to a user output request;
The controller suppresses the engine output request during a warm-up operation by starting the internal combustion engine, and adjusts the engine output request to follow the user output request as the emission state of the internal combustion engine improves. Hybrid vehicle to perform.   The hybrid vehicle according to claim 1, wherein the warm-up operation by the control unit includes warm-up of a catalyst device that purifies exhaust gas from the internal combustion engine.   3. The hybrid vehicle according to claim 1, wherein the control unit performs an adjustment to suppress an increase in the travel driving force due to the engine output request for a predetermined time after starting the internal combustion engine.   The hybrid according to any one of claims 1 to 3, wherein the control unit performs an adjustment to suppress an increase in the traveling driving force due to the engine output request when the internal combustion engine is started during the motor traveling. vehicle.   The hybrid vehicle according to any one of claims 1 to 4, wherein the control unit performs adjustment to suppress the engine output request when a predetermined time has elapsed since the previous stop of the internal combustion engine. A power storage device for supplying power to the electric drive device;
The control unit according to any one of claims 1 to 5, wherein when the output permission voltage value of the power storage device is smaller than a predetermined steady value, the control unit does not perform adjustment to suppress the engine output request. The described hybrid vehicle.   The control unit suppresses the engine output request when an engine output request calculated by the user output request is larger than a value obtained by correcting the output permission voltage value of the power storage device with a margin value. The hybrid vehicle according to claim 6, wherein no adjustment is performed.   The hybrid vehicle according to claim 6 or 7, further comprising a plug-in mechanism for enabling charging and discharging of electric power to and from the power storage device with an external power source. Adjusting the traveling driving force of the internal combustion engine and the rotational driving force of the electric drive device according to a user output request, and suppressing the engine output request during a warm-up operation by starting the internal combustion engine;
Delaying the engine output request when the internal combustion engine is started;
And a step of adjusting the engine output request to follow the user output request as the emission state of the internal combustion engine is improved.

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