Driving force control device for hybrid vehicle

Abstract

To provide a driving force control device of a hybrid vehicle which can satisfy requested drive force while restraining emission from being deteriorated under such a condition that quantity of particulates accumulated within a particulate filter is little.SOLUTION: A driving force control device of a hybrid vehicle is configured so as to switch from motor travel mode to hybrid travel mode on the basis of charging residual quantity of a power storage device and to set the charging residual quantity of a power storage device, which functions as threshold switching from motor travel mode to hybrid travel mode, to be higher (step S7) when the particulate quantity accumulated in the particulate filter is below prescribed quantity (Yes at step S2) and at the same time to set upper limit output of an internal combustion engine when traveling at the hybrid travel mode(step S8) to be lower than when quantity of particulates accumulated in a particulate filter is prescribed quantity or more (No at step S2).SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a driving force control device for a hybrid vehicle having an internal combustion engine and a motor as driving force sources. [Background technology]

[0002] Patent Document 1 describes an exhaust purification system configured to suppress deterioration of exhaust emissions while performing PM regeneration processing for oxidizing and removing particulates trapped in a particulate filter. This exhaust purification system is configured to reduce the flow rate of exhaust gas flowing into the particulate filter during PM regeneration processing. Specifically, it is configured to reduce the flow rate of intake air to the internal combustion engine or exhaust gas from the internal combustion engine, or to increase the EGR flow rate. That is, this exhaust purification system is configured to suppress particulates from passing through the particulate filter and being discharged to the outside by limiting the output of the internal combustion engine when the cross-sectional area through which exhaust gas flows in the particulate filter increases by performing PM regeneration processing. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2009-24559 A Summary of the Invention [Problem to be solved by the invention]

[0004] The exhaust purification system described in Patent Document 1 limits the output of the internal combustion engine to suppress the deterioration of emissions during PM regeneration processing. Therefore, for example, when PM regeneration processing is performed while the vehicle is running, it may not be possible to output the driving force requested by the driver.

[0005] The present invention has been made with a focus on the above-mentioned technical problems, and aims to provide a driving force control device for a hybrid vehicle that can satisfy the required driving force while suppressing a deterioration in emissions under conditions in which the amount of particulate matter accumulated in the particulate filter is small. [Means for solving the problem]

[0006] In order to achieve the above object, the present invention provides a driving force control device for a hybrid vehicle which includes an internal combustion engine and a motor as driving force sources, a particulate filter which collects particulates contained in the exhaust gas of the internal combustion engine, and an electricity storage device which supplies electric power to the motor, and which can selectively set at least two driving modes: a hybrid driving mode in which the vehicle runs using at least a part of the power of the internal combustion engine and the power of the motor, and a motor driving mode in which the vehicle runs only using the power of the motor. The driving force control device includes a controller which controls the internal combustion engine and the motor, and the controller is configured to switch from the motor driving mode to the hybrid driving mode based on a remaining charge of the electricity storage device, and when the amount of particulates accumulated in the particulate filter is less than a predetermined amount, the remaining charge of the electricity storage device which becomes a threshold for switching from the motor driving mode to the hybrid driving mode is set higher than when the amount of particulates accumulated in the particulate filter is equal to or greater than the predetermined amount, and the upper limit output of the internal combustion engine during running in the hybrid driving mode is set lower.

[0007] In the present invention, the controller determines whether or not the amount of particulate matter deposited on the particulate filter is less than the predetermined amount. , before being set low The internal combustion engine Before Within a range equal to or less than the upper limit output, the output of the internal combustion engine may be set higher as the remaining charge of the power storage device decreases.

[0008] In the present invention, the controller is configured to: when the amount of the particulates deposited on the particulate filter is less than the predetermined amount; Within a range not exceeding the upper limit output of the internal combustion engine, which is set low, The power required for the internal combustion engine may be set higher than the power required for the hybrid vehicle to run.

[0009] In the present invention, the controller is configured to determine the amount of particulate matter accumulated in the particulate filter based on a pressure difference between the upstream side and the downstream side of the particulate filter, and in the motor running mode, the controller stops the supply of fuel to the internal combustion engine and rotates the internal combustion engine to reduce the amount of particulate matter accumulated in the particulate filter. Filter The differential pressure may be detected by causing a gas containing air to flow. Effect of the Invention

[0010] According to the present invention, when the amount of particulate matter accumulated in the particulate filter is less than a predetermined amount, the upper limit output of the internal combustion engine during driving in the hybrid driving mode is set lower than when the amount of particulate matter accumulated in the particulate filter is equal to or greater than the predetermined amount, so that the flow velocity of the exhaust gas flowing through the particulate filter can be reduced. Therefore, it is possible to suppress the particulate matter from passing through the particulate filter and being discharged to the outside, that is, to suppress the deterioration of emissions. In addition, even when the output of the internal combustion engine is limited, the vehicle can be driven by outputting an assist torque from the motor, so that the required driving force can be satisfied.

[0011] Furthermore, when the amount of particulate matter accumulated in the particulate filter is less than a predetermined amount, the remaining charge of the power storage device, which is the threshold for switching from the motor driving mode to the hybrid driving mode, is set higher than when the amount of particulate matter accumulated in the particulate filter is equal to or greater than the predetermined amount, thereby making it possible to prevent a shortage of power supplied to the motor for outputting assist torque even if the power consumption increases while the output of the internal combustion engine is limited. In other words, it is possible to prevent a decrease in driving force due to a shortage of the remaining charge of the power storage device and a deterioration in emissions due to an increase in the output of the internal combustion engine. [Brief description of the drawings]

[0012] [Figure 1] 1 is a schematic diagram for explaining an example of a hybrid vehicle according to an embodiment of the present invention; [Diagram 2] 4 is a flowchart illustrating an example of control executed by a driving force control device according to an embodiment of the present invention. [Diagram 3] FIG. 4 is a diagram showing an example of a normal map for determining engine required power during normal control. [Figure 4] FIG. 4 is a diagram showing an example of an engine output limit map for determining engine required power during engine output limit control. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] The present invention will be described based on the embodiment shown in the drawings. Note that the embodiment described below is merely one example of a specific embodiment of the present invention, and is not intended to limit the present invention.

[0014] An example of a hybrid vehicle according to an embodiment of the present invention is shown in Fig. 1. The hybrid vehicle Ve shown here (hereinafter simply referred to as a vehicle) is equipped with an engine (ENG) 1, which corresponds to the "internal combustion engine" in the embodiment of the present invention, and a drive motor (MG) 2, which corresponds to the "motor" in the embodiment of the present invention, as driving force sources.

[0015] The engine 1 shown in FIG. 1 can be configured in the same manner as a conventional engine, and is configured to generate power by burning a mixture of air and a fuel such as gasoline or diesel, and a powertrain 4 for transmitting the power to a pair of front wheels 3 is connected to an output shaft (not shown) of the engine 1.

[0016] This power train 4 is composed of a power split mechanism configured to split the torque of the engine 1 to a pair of front wheels 3 and a generator (not shown), a differential gear unit that transmits the torque transmitted from the engine 1 via the power split mechanism to the left and right front wheels 3, etc. This power split mechanism can be configured in the same manner as a conventional power split mechanism. That is, it can be configured by a single-pinion type planetary gear mechanism including a sun gear, a ring gear arranged concentrically with the sun gear, a pinion gear meshing with the sun gear and the ring gear, and a carrier that holds the pinion gear so that it can rotate and revolve around its axis.

[0017] A reaction motor (not shown) functioning as a generator is connected to the sun gear, the engine 1 is connected to the carrier, and a differential gear unit is connected to the ring gear via a gear train section or the like. A drive motor 2 is connected to any rotating member on the output side (front wheel 3 side) of the ring gear in the torque transmission path. Note that instead of being connected to the front wheels 3 so as to be able to transmit torque, the drive motor 2 may be connected to the rear wheels, for example, so as to be able to transmit torque.

[0018] This drive motor 2, like motors installed in conventional electric vehicles and hybrid vehicles, functions as a motor that outputs power when energized, and also functions as a generator that generates electricity when rotated. Specifically, it is configured as a permanent magnet synchronous motor or induction motor. The reaction motor can also be configured as a motor with a power generation function.

[0019] The drive motor 2 and the reaction motor are electrically connected to a relatively high-voltage power storage device (BATT) 5, and when these motors are made to function as motors, power is output from the power storage device 5, and when these motors are made to function as generators, the generated power can be charged into the power storage device 5. Furthermore, when one motor (mainly the reaction motor) is made to function as a generator and the other motor (mainly the drive motor 2) is made to function as a motor, both motors are electrically connected so that the power generated by one motor can be supplied to the other motor without going through the power storage device 5. The power storage device 5 is made up of a conventional secondary battery or capacitor, and is provided with a SOC sensor 6 for detecting the remaining charge (hereinafter referred to as SOC) of the power storage device 5.

[0020] The vehicle Ve configured as described above can run by transmitting torque from the engine 1 to the front wheels 3 via the power split mechanism by outputting a driving torque from the engine 1 and outputting a reaction torque from the reaction motor. In this case, the driving motor 2 may also output a driving torque. Specifically, when the reaction motor is made to function as a generator to transmit the power of the engine 1 to the front wheels 3, at least a part of the generated power may be supplied to the driving motor 2, or the driving motor may be supplied from the power storage device 5 in addition to the reaction motor to cause the driving motor 2 to function as a motor. The power storage device 5 is charged with the difference between the generated power by the reaction motor and the power supplied to the driving motor 2. This mode in which torque is transmitted from the engine 1 to the front wheels 3 and the vehicle runs (hereinafter, referred to as HV running mode) corresponds to the "hybrid running mode" in the embodiment of the present invention.

[0021] In addition, because the drive motor 2 and the front wheels 3 are mechanically connected, the vehicle can travel with the combustion of the engine 1 stopped, that is, without outputting drive torque from the engine 1, by transmitting torque from the drive motor 2 to the front wheels 3. This mode in which torque is transmitted only from the drive motor 2 to the front wheels 3 (hereinafter referred to as the EV driving mode) corresponds to the "motor driving mode" in the embodiment of the present invention.

[0022] In the above-mentioned HV driving mode, the air-fuel mixture in the engine 1 is burned, and exhaust containing particulates is output. For this reason, a gasoline particulate filter (hereinafter, referred to as GPF) 7 is provided in the exhaust passage 8 to suppress the particulates from being discharged outside the vehicle. This GPF 7 can be configured in the same way as a conventional GPF, and has a plurality of pores through which the exhaust passes and which capture particulates contained in the exhaust as the exhaust passes through. In addition to the function of capturing particulates, the GPF 7 also functions as a catalytic converter that purifies the exhaust by oxidizing and reducing nitrogen oxides, carbon monoxide, or hydrocarbons contained in the exhaust. Specifically, platinum, palladium, rhodium, etc. are coated on the walls of the pores.

[0023] In order to estimate the amount of particulate matter accumulated in the GPF 7, a differential pressure sensor 9 is provided for detecting the pressure difference between the upstream and downstream sides of the GPF 7, and it is configured to be possible to determine that the greater the value (differential pressure) detected by this differential pressure sensor 9, the greater the amount of particulate matter accumulated in the GPF 7. When a predetermined amount or more of particulate matter has accumulated in the GPF 7, the system is configured to oxidize and remove the particulate matter accumulated in the GPF 7 by performing PM regeneration processing, as in the exhaust gas purification system described in Patent Document 1.

[0024] 1 is provided with an electronic control unit (hereinafter, referred to as ECU) 10 for controlling the engine 1 and the drive motor 2. This ECU 10 corresponds to the "controller" in the embodiment of the present invention, and is mainly composed of a microcomputer like a conventional ECU. That is, the ECU 10 is configured to receive signals from various sensors provided in the vehicle Ve, calculate output torque of the engine 1 and the drive motor 2 based on the input signals and pre-stored arithmetic expressions and maps, and output a signal related to the calculated output torque to the engine 1 and the drive motor 2.

[0025] Examples of signals input to the ECU 10 include the signal from the differential pressure sensor 9, the signal from the SOC sensor 6, the signal from an accelerator opening sensor that detects the amount of operation of an accelerator pedal (not shown), and the signal from a vehicle speed sensor that detects the vehicle speed.

[0026] When the amount of accumulated particulates is small, the flow area of ​​the exhaust gas increases, and the particulate collection capability of the GPF 7 configured as described above decreases compared to when the amount of accumulated particulates is large. That is, immediately after the vehicle Ve is manufactured or immediately after the PM regeneration process is performed, if the amount of exhaust gas flowing into the GPF 7 is large, the particulates contained in the exhaust gas may pass through the GPF 7 and be output to the outside. Therefore, the above-mentioned ECU 10 is configured to limit the output of the engine 1 when the amount of particulates accumulated in the GPF 7 is small. In addition, there is a possibility that the required driving force cannot be output by limiting the output of the engine 1 in this way. Therefore, in order to satisfy the required driving force during HV running, the ECU 10 is configured to output power from the engine 1 up to the limited output and run by outputting the insufficient power from the drive motor 2.

[0027] A flow chart for explaining an example of this control is shown in Fig. 2. In the control example shown in Fig. 2, first, it is determined whether or not a warning lamp for notifying the driver of a malfunction of the engine 1 is illuminated (step S1). This step S1 may be performed by determining whether or not there is a malfunction of the engine 1 using a diagnosis function that determines whether or not there is a malfunction of the engine 1 based on detection values ​​of various sensors provided in the vehicle Ve, similar to a conventional means for detecting a malfunction of the engine 1, and then determining whether or not there is an output for illuminating the warning lamp based on the determination result.

[0028] If the warning lamp is not illuminated and the answer is affirmative in step S1, it is determined whether the differential pressure P of the GPF 7 is equal to or lower than a predetermined pressure P0 (step S2). This step S2 is a step for determining whether particulates have accumulated in the GPF 7 to an extent that the particulates contained in the exhaust gas can be captured when the output of the engine 1 is maximized. Therefore, the amount of particulate accumulation at which the amount of exhaust gas flowing into the GPF 7 needs to be reduced in order not to discharge the particulates to the outside is determined in advance, and the differential pressure at that amount of accumulation can be set to the predetermined pressure P0. The predetermined pressure P0 may be set variably according to the flow rate of gas flowing toward the GPF 7.

[0029] For example, when driving in EV driving mode, the differential pressure P of the GPF 7 in step S2 may be the detection value of the differential pressure sensor 9 obtained by motoring the engine 1 to rotate it while stopping the supply of fuel to the engine 1, thereby causing gas including air to flow in the exhaust passage 8, or the differential pressure P immediately before switching from the HV driving mode to the EV driving mode may be stored in the ECU 10, and that differential pressure P may be used.

[0030] If the warning lamp is on, step S1 Deny with If the determination in step S2 is negative because the differential pressure P of the GPF 7 is not equal to or less than the predetermined pressure P0, the process proceeds to normal control (step S3). Deny withIf the determination in step S2 is negative, a predetermined torque control or the like is executed according to the malfunction. If the determination in step S2 is negative, a driving mode is set appropriately according to the accelerator opening, vehicle speed, etc., and the torque of the engine 1 and the drive motor 2 is controlled according to the driving mode.

[0031] The driving force control device in the embodiment of the present invention is configured to change the condition for switching from the EV driving mode to the HV driving mode according to the amount of accumulated particulate matter, and to change the engine required power relative to the driver required power in the HV driving mode. Therefore, here, the condition for switching from the EV driving mode to the HV driving mode when normal control is executed due to a large amount of accumulated particulate matter, and the magnitude of the required power of the engine 1 in the HV driving mode will be described.

[0032] When the normal control is shifted to in step S3 as described above, a condition for switching from the EV driving mode to the HV driving mode is set. Specifically, the condition for switching from the EV driving mode to the HV driving mode is set (step S4) so ​​that the EV driving mode is switched to the HV driving mode when the SOC is less than a predetermined SOC. This predetermined SOC may be a permissible lower limit value that is determined in advance according to the characteristics of the power storage device 5. Note that, during normal control, Location The constant SOC corresponds to the "switching threshold" in the embodiment of the present invention.

[0033] Next, the engine required power relative to the driver required power is determined based on the normal map shown in Fig. 3 (step S5), and this routine is temporarily terminated. In the normal map shown in Fig. 3, the horizontal axis represents the driver required power, and the vertical axis represents the engine required power, with a solid line indicating the magnitude of the engine required power relative to the driver required power when the SOC is high, and a dashed line indicating the magnitude of the engine required power relative to the driver required power when the SOC is low. In the normal map shown in Fig. 3, the sum of the driver required power and the charging power required to charge the power storage device 5 is determined as the engine required power. That is, the engine required power is set higher as the driver required power is higher, and the engine required power is set higher as the SOC is lower. The driver required power can be obtained based on the accelerator opening and the vehicle speed in the same manner as in the past.

[0034] On the other hand, if the pressure difference P of the GPF 7 is equal to or less than the predetermined pressure P0 and the result of the determination in step S2 is affirmative, then controlling the output of the engine 1 based on the map shown in Fig. 3 may result in particulate matter passing through the GPF 7 and being discharged to the outside in a region where the engine required power is high. Therefore, if the result of the determination in step S2 is affirmative, the process proceeds to engine output limiting control (step S6). This engine output limiting control limits the output of the engine 1 to a predetermined power, as described below. If the output of the engine 1 is limited in this way, the driving torque that should be output from the drive motor 2 to output the driving force required for the vehicle Ve becomes large, and the rate at which the SOC decreases becomes faster.

[0035] Therefore, in the control example shown in FIG. 2, when the engine output limit control is started, the timing of switching from the EV driving mode to the HV driving mode is advanced first. Specifically, the switching condition from the EV driving mode to the HV driving mode is set so that the EV driving mode is switched to the HV driving mode at a SOC higher than a predetermined SOC as a switching condition from the EV driving mode to the HV driving mode set in the normal control (step S7). This step S7 is a step for extending the period during which the assist torque can be output by the drive motor 2 in the HV driving mode. Therefore, the SOC α to be increased may be a fixed value, or may be a variable value that varies based on, for example, the past history of the driver's required power or the driving environment detected by a navigation system or the like (for example, whether the vehicle is in a mountainous area or not). Note that, during the engine output limit control, the increased SOC corresponds to the "switching threshold" in the embodiment of the present invention.

[0036] Next, the engine required power relative to the driver required power is determined based on the engine output limit map shown in FIG. 4 (step S8), and this routine is temporarily terminated. In the engine output limit map shown in FIG. 4, as in the normal map shown in FIG. 3, the horizontal axis indicates the driver required power and the vertical axis indicates the engine required power, and the magnitude of the engine required power relative to the driver required power when the SOC is high is indicated by a solid line, and the magnitude of the engine required power relative to the driver required power when the SOC is low is indicated by a dashed line. On the other hand, in the engine output limit map shown in FIG. 4, an upper limit value P1 of the output of the engine 1 is set. This upper limit value P1 is set to a power that can capture all particulates contained in the exhaust gas of the engine 1 when the exhaust gas of the engine 1 flows into the GPF 7. That is, the engine 1 is configured to be operated at a lower output than the maximum output determined based on the characteristics of the engine 1. The upper limit value P1 corresponds to the "upper limit output" in the embodiment of the present invention.

[0037] In addition, in a low load region where the driver requested power is equal to or lower than the upper limit value P1 of the output of the engine 1, the sum of the driver requested power and the charging power requested to charge the power storage device 5 is set as the engine requested power. That is, the larger the driver requested power is, the higher the engine requested power is set, and the lower the SOC is, the higher the engine requested power is set. Furthermore, the charging power requested to charge the power storage device 5 in the low load region is set higher than that in the normal map shown in FIG. 3. That is, for example, when the driver requested power is the power indicated by P2 in FIG. 3 and FIG. 4, the engine requested power based on the normal map shown in FIG. 3 is P3, whereas the engine requested power based on the engine output limit map shown in FIG. 4 is P4, which is a predetermined power higher than P3, so that the requested power for charging the power storage device 5 is set.

[0038] In addition, in a high load region where the driver requested power is greater than the upper limit value P1 of the output of the engine 1, the upper limit power P1 is output from the engine 1 and power equivalent to the power shortage is supplied from the storage device 5 to the drive motor 2 to run the vehicle.

[0039] As described above, when the differential pressure P across the GPF 7 is low, that is, when the amount of particulate matter accumulated in the GPF 7 is small, the flow velocity of the exhaust gas flowing through the GPF 7 can be reduced by limiting the output of the engine 1. This makes it possible to suppress the particulate matter from passing through the GPF 7 and being discharged to the outside, that is, to suppress the deterioration of emissions. In particular, by limiting the output of the engine 1 based on the upper limit value of the exhaust volume at which the GPF 7 can capture particulate matter, in addition to suppressing the deterioration of emissions, particulate matter can be rapidly deposited in the GPF 7, and the particulate matter collection performance of the GPF 7 can be improved at an early stage. In other words, the output restriction of the engine 1 can be relaxed at an early stage.

[0040] Furthermore, even if the output of the engine 1 is limited as described above, the vehicle can run by outputting an assist torque from the drive motor 2, so that the driving force required by the driver can be satisfied. By configuring the vehicle to switch from the EV driving mode to the HV driving mode when the SOC is high, on the premise that the output of the engine 1 is limited in this way, it is possible to prevent the SOC from becoming insufficient, even if the amount of power consumption increases while the output of the engine 1 is limited. In other words, it is possible to prevent the reduction in driving force due to an insufficient SOC and the deterioration of emissions due to an increase in the output of the engine 1.

[0041] Furthermore, when the output of the engine 1 is limited and the vehicle is running in the low load range, the required power of the engine 1 is set higher than that during normal control, thereby increasing the SOC and preventing the SOC from decreasing early when the vehicle is running in the high load range. In other words, it is possible to prevent the decrease in driving force due to a lack of SOC and the deterioration of emissions due to the increase in the output of the engine 1.

[0042] The hybrid vehicle in the embodiment of the present invention is not limited to a series-parallel type hybrid vehicle that can run by outputting an assist torque from a motor while charging by a generator as described above, but may be a series type hybrid vehicle that can run by converting the engine's power into electric power by a generator and energizing the generated power and the power stored in the power storage device to the motor. In that case, the driving mode in which the engine's power is converted into electric power by a generator corresponds to the above-mentioned HV driving mode, and the mode in which the engine is stopped and power is supplied only from the power storage device to the motor corresponds to the above-mentioned EV driving mode. Furthermore, the hybrid vehicle may be a parallel type hybrid vehicle in which the engine and the motor are connected to the drive wheels and which does not include a generator. In that case, the driving mode in which power is transmitted from the engine and the motor to the drive wheels corresponds to the above-mentioned HV driving mode, and the driving mode in which power is transmitted only from the motor to the drive wheels with the engine stopped corresponds to the above-mentioned EV driving mode. In addition, in a parallel type hybrid vehicle, when the engine output is limited, the motor can be made to function as a generator in a low load region, thereby performing the same control as described above. [Explanation of symbols]

[0043] 1 Engine 2. Driving motor 3 Front wheel 4 Powertrain 5. Energy storage device 6 Sensors 7 Gasoline Particulate Filter (GPF) 8 Exhaust passage 9. Differential Pressure Sensor 10 Electronic Control Unit (ECU) Vehicle

Claims

1. A driving force control device for a hybrid vehicle, which is provided with an internal combustion engine and a motor as driving force sources, a particulate filter that collects particulates contained in exhaust gas from the internal combustion engine, and an electricity storage device that supplies electric power to the motor, and which is capable of selectively setting at least two driving modes: a hybrid driving mode in which the vehicle runs using at least a part of the power of the internal combustion engine and the power of the motor, and a motor driving mode in which the vehicle runs only using the power of the motor, a controller for controlling the internal combustion engine and the motor; The controller: The hybrid driving mode is switched from the motor driving mode based on a remaining charge of the power storage device, When the amount of particulate matter accumulated in the particulate filter is less than a predetermined amount, the remaining charge amount of the power storage device, which is a threshold value for switching from the motor driving mode to the hybrid driving mode, is set higher and an upper limit output of the internal combustion engine during driving in the hybrid driving mode is set lower than when the amount of particulate matter accumulated in the particulate filter is equal to or greater than the predetermined amount. A driving force control device for a hybrid vehicle.

2. 2. A driving force control device for a hybrid vehicle according to claim 1, The controller: When the amount of the particulates accumulated in the particulate filter is less than the predetermined amount, the output of the internal combustion engine is set higher as the remaining charge of the power storage device decreases within a range equal to or less than the upper limit output of the internal combustion engine, which is set low. A driving force control device for a hybrid vehicle.

3. 3. A driving force control device for a hybrid vehicle according to claim 1, The controller: When the amount of the particulate matter accumulated in the particulate filter is less than the predetermined amount, the required power of the internal combustion engine is set higher relative to the required power required for the hybrid vehicle to run within a range equal to or less than the upper limit output of the internal combustion engine, which is set lower, than when the amount of the particulate matter accumulated in the particulate filter is equal to or more than the predetermined amount. A driving force control device for a hybrid vehicle.

4. 2. A driving force control device for a hybrid vehicle according to claim 1, The controller: The amount of particulate matter accumulated in the particulate filter is determined based on a differential pressure between an upstream side and a downstream side of the particulate filter, In the motor drive mode, the supply of fuel to the internal combustion engine is stopped, and the internal combustion engine is rotated to cause gas including air to flow through the particulate filter, thereby detecting the differential pressure. A driving force control device for a hybrid vehicle.

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