Control method for hybrid vehicle and control device for hybrid vehicle

Abstract

The hybrid vehicle includes: a generator (6) capable of supplying electricity generated from the battery (4); a drive motor (2) that uses electricity from the battery (4) or electricity generated by the generator (6) to drive the drive wheels (1) of the hybrid vehicle; an internal combustion engine (7) that drives the generator (6); and a first exhaust purification device for exhaust purification, which is installed in the exhaust passage of the internal combustion engine (7). When the temperature of the first exhaust purification device is less than or equal to a specified temperature, the hybrid vehicle performs catalyst temperature control that delays the ignition timing of the internal combustion engine (7). Regarding catalyst temperature control, the ignition timing lag is increased when the vehicle is vibrating, compared to the ignition timing lag when the vehicle is stationary.

Description

Technical Field

[0001] This invention relates to a control method and a control device for hybrid vehicles. Background Technology

[0002] For example, Patent Document 1 discloses a technique in which the ignition timing of an internal combustion engine is delayed by heating a catalyst used to purify the exhaust gases of an internal combustion engine installed in a hybrid vehicle.

[0003] If the ignition timing is delayed, the combustion stability of the internal combustion engine deteriorates. Deterioration in combustion stability leads to increased vibration. Therefore, regarding the ignition timing of an internal combustion engine, although it is for the purpose of heating the catalyst, from the perspective of combustion stability, the amount of lag itself is limited.

[0004] However, when the vibrations of the internal combustion engine are confused with those of the vehicle, it will not cause a sense of disharmony to the driver. Compared with the combustion stability of the internal combustion engine, it may be more important to prioritize the advance heating of the catalyst.

[0005] That is, there is room for further improvement in setting the ignition timing lag for heating the catalyst in internal combustion engines.

[0006] Patent Document 1: Japanese Patent Application Publication No. 2014-94691 Summary of the Invention

[0007] Regarding the hybrid vehicle of the present invention, when the temperature of the catalyst for exhaust purification installed in the exhaust passage is less than or equal to a predetermined temperature, catalyst heating control is performed to delay the ignition timing of the internal combustion engine. Regarding the catalyst heating control, the ignition timing lag is increased when the hybrid vehicle is vibrating, compared to the ignition timing lag when the vehicle is stationary.

[0008] According to the present invention, the catalyst can be heated as quickly as possible without causing any discomfort to the driver. Attached Figure Description

[0009] Figure 1 This is an explanatory diagram schematically illustrating the system structure of a hybrid vehicle applying the present invention.

[0010] Figure 2 This is an explanatory diagram schematically showing the system structure of the internal combustion engine 7 installed in a hybrid vehicle using the present invention.

[0011] Figure 3 This is a diagram showing the calculation of the timing lag for the first ignition.

[0012] Figure 4This is a diagram showing the calculation of the timing lag for the second ignition.

[0013] Figure 5 This is a ratio calculation diagram based on a ratio set according to vehicle speed.

[0014] Figure 6 This is a flowchart illustrating the process of catalyst temperature control in hybrid vehicles.

[0015] Figure 7 This is a block diagram illustrating the process of catalyst temperature control in hybrid vehicles. Detailed Implementation

[0016] An embodiment of the present invention will now be described in detail with reference to the accompanying drawings.

[0017] Figure 1 This is an explanatory diagram schematically illustrating the system structure of a hybrid vehicle applying the present invention.

[0018] The hybrid vehicle has: a drive wheel 1; a drive motor 2 that drives the drive wheel 1 to rotate; and an inverter 3 that supplies AC power to the drive motor 2.

[0019] And battery 4 and power generation unit 5, which supply power to inverter 3.

[0020] The drive motor 2 is used as the drive source to rotate the drive wheel 1.

[0021] The drive motor 2 is equivalent to a second motor, for example, it is composed of a synchronous motor that uses permanent magnets for the rotor.

[0022] The drive motor 2 is the drive source for the hybrid vehicle, powered by AC power from the inverter 3. Furthermore, the drive motor 2 functions as a generator during vehicle deceleration. That is, the drive motor 2 can use the regenerative energy generated during vehicle deceleration as electricity to charge the battery 4 via the inverter 3.

[0023] Inverter 3 is a power conversion circuit that converts the electricity generated by the power generation unit 5 and the drive motor 2 into DC power and supplies it to the battery 4. In addition, inverter 3 is also a power conversion circuit that converts the DC power output from the battery 4 into AC power and supplies it to the drive motor 2.

[0024] Battery 4 is a secondary battery capable of being charged using the power generated by the power generation unit 5 and the drive motor 2 as DC power. Battery 4 supplies the charged power to the drive motor 2 via inverter 3.

[0025] The power generation unit 5 includes: a generator 6 that serves as a generator motor; and an internal combustion engine 7 that drives the generator 6 for power generation.

[0026] That is, in the hybrid vehicle using the present invention, the internal combustion engine 7 operates to drive the generator 6.

[0027] The power generation unit 5 is capable of operating (working and stopping) independently of the drive motor 2.

[0028] The generator 6 is, for example, a synchronous motor that uses permanent magnets for the rotor. The generator 6 acts as a first electric motor, converting the rotational energy generated in the internal combustion engine 7 into electrical energy, which is then supplied to the battery 4 and the drive motor 2 via the inverter 3. Furthermore, the generator 6 also functions as a starter motor when the internal combustion engine 7 is started.

[0029] In a hybrid vehicle, for example, when operating while generating electricity, the power generated by the generator 6 drives the drive motor 2, and the remaining power charges the battery 4. Alternatively, when operating while controlling the catalyst temperature, the hybrid vehicle uses the power generated by the generator 6 and the power from the battery 4 to drive the drive motor 2.

[0030] Figure 2 This is an explanatory diagram schematically showing the system structure of the internal combustion engine 7 installed in a hybrid vehicle using the present invention.

[0031] The internal combustion engine 7 is a so-called reciprocating internal combustion engine that converts the reciprocating linear motion of the piston 11 into the rotational motion of the crankshaft (not shown) and extracts it as power. Furthermore, the internal combustion engine 7 can be started using a dedicated starter motor, different from the generator 6. The internal combustion engine 7 of this embodiment has a multi-link piston-crank mechanism 7a capable of changing the mechanical compression ratio.

[0032] The internal combustion engine 7 has an intake passage 12 and an exhaust passage 13. The intake passage 12 is connected to the combustion chamber 15 via an intake valve 14. The exhaust passage 13 is connected to the combustion chamber 15 via an exhaust valve 16.

[0033] The internal combustion engine 7 has a fuel injection valve 17 that injects fuel (gasoline) directly into the combustion chamber 15. The fuel injected from the fuel injection valve 17 is ignited by a spark plug 19 within the combustion chamber 15. Furthermore, the internal combustion engine 7 can inject fuel into the intake ports of each cylinder.

[0034] The air intake passage 12 is provided with: an air filter 20, which captures foreign objects in the intake air; an air flow meter 21, which detects the amount of air drawn in; and an electrically operated throttle valve 23, which controls the opening degree according to the control signal from the control unit 22.

[0035] Air flow meter 21 is located upstream of throttle valve 23. Air flow meter 21 has a built-in temperature sensor that can detect the intake air temperature at the intake inlet. Air filter 20 is located upstream of air flow meter 21.

[0036] Exhaust catalytic converter devices 24 and 25, consisting of a three-way catalytic converter or the like, are installed in the exhaust passage 13 as catalysts for exhaust purification. The first exhaust catalytic converter device 24 is a so-called manifold catalyst, located at the upstream end of the exhaust purification catalysts in the exhaust passage 13. The second exhaust catalytic converter device 25 is a so-called underfloor catalyst, located downstream of the first exhaust catalytic converter device 24.

[0037] Furthermore, the internal combustion engine 7 has an exhaust turbine type turbocharger (turbocharger) 28, namely, a compressor 26 disposed on the intake passage 12 and an exhaust turbine 27 disposed on the exhaust passage 13, which are coaxially mounted. The compressor 26 is disposed upstream of the throttle valve 23 and downstream of the air flow meter 21. The exhaust turbine 27 is disposed upstream of the first exhaust catalyst device 24.

[0038] A recirculation passage 29 is connected to the intake passage 12. One end of the recirculation passage 29 is connected to the intake passage 12 upstream of the compressor 26, and the other end is connected to the intake passage 12 downstream of the compressor 26. An electrically operated recirculation valve 30 is provided in the recirculation passage 29, capable of releasing boost pressure from the downstream side of the compressor 26 to the upstream side of the compressor 26. Furthermore, as the recirculation valve 30, a so-called shut-off valve that opens only when the pressure downstream of the compressor 26 is greater than or equal to a specified pressure can also be used.

[0039] Additionally, in the intake passage 12, an intercooler 31 is provided downstream of the compressor 26 to cool the intake air compressed (pressurized) by the compressor 26 and improve filling efficiency. The intercooler 31 is located further downstream than the downstream end of the recirculation passage 29 and further upstream than the throttle valve 23.

[0040] An exhaust bypass passage 32 is connected to the exhaust passage 13, bypassing the exhaust turbine 27 and connecting its upstream and downstream sides. The downstream end of the exhaust bypass passage 32 is connected to the exhaust passage 13 at a position upstream of the first exhaust catalyst device 24. An electrically operated wastegate valve 33 is provided in the exhaust bypass passage 32 to control the exhaust flow rate within it. The wastegate valve 33 allows a portion of the exhaust gas directed to the exhaust turbine 27 to bypass to the downstream side of the exhaust turbine 27, thereby controlling the boost pressure of the internal combustion engine 7.

[0041] Furthermore, the internal combustion engine 7 has an EGR passage 34 that enables exhaust gas recirculation (EGR), in which a portion of the exhaust gas from the exhaust passage 13 is introduced (recirculated) into the intake passage 12 as EGR gas. The EGR passage 34 branches off from the exhaust passage 13 and connects to the intake passage 12. One end of the EGR passage 34 is connected to the exhaust passage 13 between the first exhaust catalyst device 24 and the second exhaust catalyst device 25, and the other end is connected to the intake passage 12 downstream of the second throttle valve 35 and upstream of the compressor 26. The EGR passage 34 is equipped with: an electrically operated EGR valve 36 that adjusts (controls) the EGR gas flow rate within the EGR passage 34; and an EGR cooler 37 that cools the EGR gas.

[0042] The second throttle valve 35 is located in the intake passage 12, between the air flow meter 21 and the compressor 26. The second throttle valve 35 controls the intake pressure on the upstream side of the compressor 26.

[0043] in addition, Figure 2 The number 38 in the diagram is a muffler located downstream of the second exhaust catalyst device 25 to reduce exhaust noise.

[0044] The control unit 22 is a well-known electronic computer with a CPU, ROM, RAM and input / output interfaces.

[0045] In addition to the detection signal from the air flow meter 21, the control unit 22 also receives detection signals from various sensors, including a vehicle speed sensor 41 for detecting the vehicle speed of the hybrid vehicle, a crankshaft angle sensor 42 for detecting the crankshaft angle, an accelerator pedal opening sensor 43 for detecting the amount of accelerator pedal depressed, a first exhaust temperature sensor 44 for detecting the exhaust temperature at the inlet side of the first exhaust catalyst device 24, a second exhaust temperature sensor 45 for detecting the exhaust temperature at the outlet side of the second exhaust catalyst device 25, an A / F sensor 46 for detecting the air-fuel ratio, and an oxygen sensor 47.

[0046] The vehicle speed sensor 41 is equivalent to the vehicle speed detection unit.

[0047] The crankshaft angle sensor 42 can detect the rotational speed of the internal combustion engine 7.

[0048] In addition to detecting the accelerator opening degree, which is the amount of operation of the accelerator pedal, the accelerator opening degree sensor 43 can also detect the accelerator change rate, which is the operating speed of the accelerator pedal. That is, the accelerator opening degree sensor 43 is equivalent to an accelerator operation amount detection unit.

[0049] The A / F sensor 46 is a so-called wide-range air-fuel ratio sensor with a generally linear output characteristic corresponding to the exhaust air-fuel ratio, and is disposed in the exhaust passage 13 upstream of the first exhaust catalyst device 24. Specifically, the A / F sensor 46 is located further upstream than the first exhaust catalyst device 24 and further downstream than the downstream end of the exhaust bypass passage 32.

[0050] The oxygen sensor 47 is a sensor that changes its output voltage by ON / OFF (rich, lean) within a narrow range near the stoichiometric air-fuel ratio and detects only the richness or leanness of the air-fuel ratio. It is located in the exhaust passage 13 downstream of the first exhaust catalyst device 24.

[0051] Furthermore, the control unit 22 optimizes the injection quantity and timing of fuel injected from the fuel injection valve 17, the ignition timing of the internal combustion engine 7 (spark plug 19), and the intake air volume based on detection signals from various sensors. The control unit 22 calculates the requested load (load of the internal combustion engine 7) using the detection value from the accelerator opening sensor 43. Additionally, the control unit 22 can detect the State of Charge (SOC), which is the ratio of the remaining charge capacity to the charge capacity of the battery 4.

[0052] The hybrid vehicle described in the above embodiment is a so-called series hybrid vehicle that uses electricity from a generator 6 driven by an internal combustion engine 7 and electricity from a battery 4 to drive a drive motor 2. In a series hybrid vehicle, if the state of charge (SOC) of the battery 4 decreases during driving, the internal combustion engine 7 is driven to charge the battery 4. Furthermore, in a series hybrid vehicle, if a predetermined stopping condition, such as the SOC of the battery 4 being greater than or equal to a predetermined value, is met during driving, the driven internal combustion engine 7 is stopped to charge the battery 4.

[0053] Furthermore, regarding the hybrid vehicle of the above embodiment, when the internal combustion engine 7 is started, if the catalyst temperature of the first exhaust catalyst device 24 is less than or equal to a predetermined temperature, catalyst temperature control is implemented to make the catalyst of the first exhaust catalyst device 24 reach the activation temperature.

[0054] For example, the control unit 22 calculates the catalyst temperature of the first exhaust catalyst device 24 using the detection value of the first exhaust temperature sensor 44. Alternatively, the catalyst temperature of the first exhaust catalyst device 24 can be directly detected by the temperature sensor, or it can be estimated based on the engine operating state (the operating state of the internal combustion engine 7).

[0055] Regarding catalyst temperature control, the ignition timing of the internal combustion engine 7 is delayed compared to when the temperature of the catalyst in the exhaust catalyst device 24 is higher than the specified temperature.

[0056] Furthermore, regarding catalyst temperature control, the ignition timing lag is increased when the hybrid vehicle is vibrating, compared to when the vehicle is stationary. A state where the hybrid vehicle vibrates, for example, when the vehicle is in motion, is considered a state where the vehicle is stationary.

[0057] Regarding catalyst temperature control, for example, if the vehicle is in motion, the higher the vehicle speed, the greater the lag in the ignition timing of the internal combustion engine 7.

[0058] More specifically, the ignition timing lag for catalyst temperature control is calculated using a first ignition timing lag calculation diagram (calculated as the ignition timing lag when the vehicle is stationary), a second ignition timing lag calculation diagram (calculated as the ignition timing lag when the vehicle is moving), and a ratio set according to vehicle speed.

[0059] In detail, the control unit 22, as the control unit, sets the ignition timing of the internal combustion engine 7 by multiplying the first ignition timing lag by a first ratio set according to the vehicle speed and the second ignition timing lag by a second ratio set according to the vehicle speed as the ignition timing for catalyst temperature control during catalyst temperature control. That is, the control unit 22 is equivalent to a control unit that lags the ignition timing of the internal combustion engine 7 when the temperature of the catalyst in the first exhaust catalyst device 24 is less than or equal to a predetermined temperature.

[0060] Figure 3 This diagram shows the calculation of the timing lag for the first ignition. The timing lag for the first ignition is set in accordance with the operating point of the internal combustion engine 7, which is defined by the filling efficiency and the engine speed of the internal combustion engine 7. Furthermore, the filling efficiency is calculated, for example, by the control unit 22 based on the detection value of the air flow meter 21.

[0061] When the internal combustion engine 7 is heating the catalyst (when the catalyst temperature of the exhaust catalyst device 24 is less than or equal to the specified temperature), it operates at the catalyst heating operation point A. The calculation diagram for the first ignition timing lag is set as follows: the further the operation point of the internal combustion engine 7 is from the operation point A, the smaller the first ignition timing lag.

[0062] Furthermore, the internal combustion engine 7 operates at a normal power generation operating point (not shown) that differs from operating point A, without the need for catalyst heating (when the catalyst temperature of the exhaust catalyst device 24 is higher than a specified temperature). The normal power generation operating point is the most efficient operating point. Operating point A, for example, is an operating point where the gas volume is small and the exhaust temperature is easily raised, and it is an operating point with low rotation and low load compared to the power generation operating point.

[0063] Figure 4 This diagram shows the calculation of the timing lag for the second ignition. The timing lag for the second ignition is set based on the operating point of the internal combustion engine 7, which is determined by the filling efficiency and engine speed of the internal combustion engine 7. The timing lag calculation diagram for the second ignition is set in such a way that the further the operating point of the internal combustion engine 7 is from operating point A, the smaller the timing lag for the second ignition.

[0064] use Figure 5 The ratio calculation diagram shown corresponds to the ratio calculated based on the vehicle speed setting. Specifically, it utilizes... Figure 5 The ratio calculated from the corresponding diagram is the second ratio, which is the product of the timing lag of the second ignition. The second ratio is a value less than or equal to "1". The first ratio, which is the product of the timing lag of the first ignition, is the value obtained by subtracting the second ratio from "1". That is, the sum of the first ratio and the second ratio is "1".

[0065] The second ratio is "0" until the vehicle speed reaches the prescribed first speed. From the prescribed first speed up to the prescribed second speed, the second ratio increases proportionally to the speed, and becomes "1" at the second speed. If the vehicle speed is greater than or equal to the second speed, the second ratio becomes "1".

[0066] The diagrams for calculating the timing lag of the first ignition, the timing lag of the second ignition, and the ratio calculation can be pre-stored in the ROM of the control unit 22.

[0067] Figure 6 This is a flowchart illustrating the catalyst temperature control process of the hybrid vehicle described in the above embodiment. Catalyst temperature control is implemented based on the condition that the internal combustion engine 7 starts when predetermined conditions are met after the key is turned on. The internal combustion engine 7 is started based on the state of charge (SOC) of the battery 4 and the vehicle speed.

[0068] In step S1, it is determined whether a catalyst temperature control request exists. That is, if the catalyst temperature of the first exhaust catalyst device 24 is less than or equal to a specified temperature when the internal combustion engine 7 is started, it is determined that a catalyst temperature control request exists and the process proceeds to step S2. In step S1, it is determined whether the first exhaust catalyst device 24 is in the active state required to reduce emissions. If it is not in the active state, the process jumps to the catalyst temperature control procedure.

[0069] In step S2, the operating point of the internal combustion engine 7 during catalyst heating control is determined. That is, in step S2, the operating point A for catalyst heating is set as the catalyst heating operating point.

[0070] In step S3, the lag in the ignition timing of the internal combustion engine 7 during catalyst heating control is determined based on the vehicle speed. The higher the vehicle speed, the more likely the vibration caused by the lag in the ignition timing is to be confused with vehicle vibration. Therefore, the lag in the ignition timing of the internal combustion engine 7 during catalyst heating control is set to be greater as the vehicle speed increases.

[0071] In step S4, the ignition timing of the internal combustion engine 7 is determined. That is, in step S4, the timing that lags behind the ignition timing determined in step S3 by the ignition timing lag amount relative to the MBT is set as the ignition timing of the internal combustion engine 7. Furthermore, the reference ignition timing may not be the MBT, but rather the ignition timing of the maximum advance angle as the knock limit.

[0072] In step S5, the catalyst temperature of the first exhaust catalyst device 24 is predicted by taking into account the lag in the ignition timing of the internal combustion engine 7. The catalyst temperature of the first exhaust catalyst device 24 can be predicted, for example, based on the heat supplied to the catalyst in the first exhaust catalyst device 24. In the case of a large lag, the heat supplied to the catalyst in the first exhaust catalyst device 24 increases, and therefore the catalyst temperature of the first exhaust catalyst device 24 rises rapidly.

[0073] In step S6, it is determined whether the catalyst heating control can be terminated. That is, in step S6, if it is determined that the catalyst temperature predicted in step S5 is higher than the specified temperature, it is determined that the catalyst of the first exhaust catalyst device 24 has been activated and the catalyst heating control is terminated.

[0074] Figure 7 This is a block diagram illustrating the process of catalyst temperature control in the hybrid vehicle described in the above embodiment.

[0075] In step S101, the first ignition timing lag calculation unit calculates the first ignition timing lag based on the internal combustion engine speed and filling efficiency of the internal combustion engine 7. In step S102, the second ignition timing lag calculation unit calculates the second ignition timing lag based on the internal combustion engine speed and filling efficiency of the internal combustion engine 7. In step S103, the ratio calculation unit calculates the second ratio based on the vehicle speed. In step S104, the first ratio calculation unit subtracts the second ratio from "1" to calculate the first ratio. In step S105, the first calculation unit multiplies the first ignition timing lag by the first ratio to calculate the equivalent lag when stationary. In step S106, the second calculation unit multiplies the second ignition timing lag by the second ratio to calculate the equivalent lag when moving. In step S107, the catalyst heating control lag calculation unit calculates the heating control lag by summing the lag equivalent during parking and the lag equivalent during driving. In step S108, the final ignition timing calculation unit determines whether there is a lag in the ignition timing based on whether a catalyst heating request is received. In step S108, if there is no catalyst heating request, the lag in the ignition timing is set to "0". In step S108, if there is a catalyst heating request, the lag in the ignition timing is set to the heating control lag.

[0076] As explained above, in the case of the hybrid vehicle of the above embodiment, when the ignition timing is delayed in order to heat the catalyst, the amount of ignition timing delay when the vibration generated by the hybrid vehicle is large is greater than the amount of ignition timing delay when the vehicle is stopped, so as not to cause a sense of disharmony to the driver and to achieve the heating of the catalyst as quickly as possible.

[0077] Furthermore, in hybrid vehicles, vibration of the internal combustion engine 7 is more permissible when in motion compared to when stationary. Therefore, in hybrid vehicles, where ignition timing is delayed to heat the catalyst, the ignition timing delay during motion is greater than that when stationary, thus avoiding any sense of disharmony for the driver and enabling the catalyst to be heated as quickly as possible.

[0078] The higher the vehicle speed, the greater the vibration of the hybrid vehicle. Therefore, for hybrid vehicles, with catalyst temperature control in place, even if higher speeds increase the ignition timing lag, the impact on vehicle vibration can be offset (suppressed).

[0079] The specific embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments and various modifications can be made without departing from its spirit.

[0080] Regarding hybrid vehicles, for example, the greater the road noise while driving, the greater the ignition timing lag in catalyst temperature control. That is, for hybrid vehicles, even at the same vehicle speed, the greater the road noise, the greater the ignition timing lag in catalyst temperature control. This can be achieved, for example, by using a sensor capable of detecting road noise. Furthermore, regarding road noise, it can be determined to be significant when the crankshaft angular velocity change detected by crankshaft angle sensor 42 is large.

[0081] Furthermore, regarding hybrid vehicles, the ignition timing lag in catalyst temperature control can be increased when driving in rainy weather. That is, for hybrid vehicles, even at the same vehicle speed, the ignition timing lag can be increased when driving in rainy weather compared to sunny weather. For example, it is possible to determine whether to drive in rainy weather using signals from sensors attached to windshield wipers, etc.

[0082] Furthermore, catalyst temperature control can be implemented in a manner that brings the catalysts of both the first exhaust catalyst unit 24 and the second exhaust catalyst unit 25 to their activation temperatures. The catalyst temperature of the second exhaust catalyst unit 25 can be estimated based on the detection value of the second exhaust temperature sensor 45. Alternatively, the catalyst temperature of the second exhaust catalyst unit 25 can be directly detected using a temperature sensor.

[0083] The above embodiments relate to a control method and a control device for hybrid vehicles.

Claims

1. A control method for a hybrid vehicle, the hybrid vehicle having: The first electric motor is capable of supplying the electricity generated by the battery; The second electric motor uses power from the battery or power generated by the first electric motor to drive the drive wheels of the hybrid vehicle. An internal combustion engine that drives the aforementioned first electric motor; and The catalyst for exhaust purification is placed in the exhaust passage of the aforementioned internal combustion engine. The driving force of the aforementioned internal combustion engine is not mechanically transmitted to the aforementioned drive wheels. In the control method of this hybrid vehicle, When the temperature of the catalyst is less than or equal to a specified temperature, catalyst temperature control is performed to delay the ignition timing of the internal combustion engine. Regarding the catalyst temperature control mentioned above, the ignition timing lag is increased when the hybrid vehicle is vibrating, compared to the ignition timing lag when the vehicle is stationary.

2. The control method for a hybrid vehicle according to claim 1, wherein, The state in which a hybrid vehicle vibrates, compared to when the vehicle is stationary, refers to when the vehicle is in motion.

3. The control method for a hybrid vehicle according to claim 2, wherein, The higher the vehicle speed, the greater the lag in the ignition timing controlled by the catalyst temperature rise.

4. The control method for a hybrid vehicle according to claim 2 or 3, wherein, The ignition timing for catalyst temperature control is set using a first ignition timing lag calculation diagram based on the ignition timing lag calculated when the vehicle is stationary, a second ignition timing lag calculation diagram based on the ignition timing lag calculated when the vehicle is moving, and a ratio set according to the vehicle speed.

5. A control device for a hybrid vehicle, the hybrid vehicle having: The first electric motor is capable of supplying the electricity generated by the battery; The second electric motor uses power from the battery or power generated by the first electric motor to drive the drive wheels of the hybrid vehicle. An internal combustion engine that drives the aforementioned first electric motor; A catalyst for exhaust purification is disposed in the exhaust passage of the aforementioned internal combustion engine; and The control unit delays the ignition timing of the internal combustion engine when the temperature of the catalyst is less than or equal to a specified temperature. The driving force of the aforementioned internal combustion engine is not mechanically transmitted to the aforementioned drive wheels. In the control unit of this hybrid vehicle, Compared to the ignition timing lag when the vehicle is stationary, the aforementioned control unit increases the ignition timing lag when the hybrid vehicle is vibrating, compared to when the vehicle is stationary.

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