Hybrid vehicle control device

Abstract

To inhibit deterioration of combustion characteristics and deterioration of exhaust characteristics of an engine while engine control for warming up a catalyst is performed.SOLUTION: A control device 50 is applied to a hybrid vehicle 10 which includes an engine 11, a motor generator 13, and a transmission 14 and in which a catalyst 35 is disposed in an exhaust passage 28 of the engine 11. The control device 50 includes an execution device 51 which controls operation of the engine 11 so that engine power becomes an engine power target value when the catalyst 35 is warmed up. The execution device 51 executes a setting process in which the engine power target value is set according to an engine rotation number.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] A catalyst is provided in the exhaust passage of the engine of the hybrid vehicle disclosed in Patent Document 1. When warming up this catalyst, the control device of the hybrid vehicle performs engine control to keep the target value of engine power constant. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-210566 Summary of the Invention [Problem to be solved by the invention]

[0004] When the engine is operating in a first operating range where the engine speed is high and the engine load is low, the engine combustion characteristics may deteriorate. On the other hand, when the engine is operating in a second operating range where the engine speed is low and the engine load is high, the engine exhaust characteristics may deteriorate.

[0005] Hybrid vehicles include a motor generator connected to the engine crankshaft and a transmission located in a power transmission path between the motor generator and the drive wheels. In such hybrid vehicles, the load acting on the engine changes when the gear ratio of the transmission or the rotational speed of the drive wheels changes. When engine operation is controlled to maintain constant engine power, such changes in the load acting on the engine result in changes in engine speed.

[0006] In such hybrid vehicles, the above-described engine control may be performed to warm up the catalyst while the vehicle is running. If the engine power target value is maintained constant by performing this engine control, the engine speed will change when the load acting on the engine fluctuates, for example, due to a change in the gear ratio of the transmission or a change in the rotational speed of the drive wheels, and the engine operating state will therefore change. For example, when the load acting on the engine decreases, the engine speed will increase, causing the engine operating state to transition to a first operating range, which may result in a deterioration in the engine's combustion characteristics. Furthermore, when the load acting on the engine increases, the engine speed will decrease, causing the engine operating state to transition to a second operating range, which may result in a deterioration in the engine's exhaust emissions.

[0007] Therefore, there is room for improvement in terms of suppressing deterioration of the engine's combustion characteristics and exhaust properties during engine control for warming up the catalyst. [Means for solving the problem]

[0008] A hybrid vehicle control device for solving the above problems is applied to a hybrid vehicle including an engine, a motor generator connected to the engine crankshaft, and a transmission arranged in a power transmission path between the motor generator and drive wheels, and a catalyst arranged in an exhaust passage through which exhaust gas discharged from the engine cylinders flows. This hybrid vehicle control device also includes an execution device that controls operation of the engine so that engine power becomes a target value for the engine power when warming up the catalyst. The execution device executes a setting process that sets the target value for engine power according to engine speed.

[0009] In the above configuration, when warming up the catalyst, a target value of engine power is set according to the engine speed, and engine operation is controlled based on this target value. Therefore, if the magnitude of the load acting on the engine changes due to operation of the transmission or the like while engine control for warming up the catalyst is being performed, causing the engine speed to fluctuate, the target value can be changed according to the engine speed. By controlling engine operation based on this changed target value, it is possible to prevent the engine operating state from transitioning to the first or second operating range.

[0010] Therefore, the above-described control device for a hybrid vehicle can suppress deterioration of the combustion characteristics and exhaust properties of the engine while engine control for warming up the catalyst is being performed. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic diagram showing the configuration of a hybrid vehicle including a control device according to a first embodiment of the hybrid vehicle control device and a drive train controlled by the control device. [Figure 2] FIG. 2 is a flowchart showing a processing routine executed by an execution device included in the control device of the first embodiment. [Figure 3] FIG. 3 is a diagram showing a map used when calculating the upper power limit value and the lower power limit value. [Figure 4] FIG. 4 is a flowchart showing a processing routine executed by an execution device provided in the control device of the second embodiment of the control device for a hybrid vehicle. [Figure 5] FIG. 5 is a flowchart showing a processing routine executed by an execution device provided in the control device of the third embodiment of the control device for a hybrid vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0012] (First embodiment) A first embodiment of a control device for a hybrid vehicle will be described below with reference to FIGS. 1 shows a schematic configuration of a hybrid vehicle 10. The hybrid vehicle 10 includes a drive system of the hybrid vehicle 10 and a control device 50 that controls the drive system. In this embodiment, the control device 50 corresponds to a "hybrid vehicle control device."

[0013] <Drive system of hybrid vehicle 10> The drive train of the hybrid vehicle 10 includes an engine 11, a clutch 12, a motor generator 13, a transmission 14, and drive wheels 15. The clutch 12 is disposed between the engine 11 and the motor generator 13 in the power transmission path. The transmission 14 is disposed between the motor generator 13 and the drive wheels 15 in the power transmission path.

[0014] The engine 11 has a plurality of cylinders 21 and a crankshaft 22. Pistons are housed in the plurality of cylinders 21, and the crankshaft 22 rotates in synchronization with the reciprocating motion of the plurality of pistons.

[0015] The engine 11 has an intake passage 26 and an exhaust passage 28. The intake passage 26 is a passage through which intake air flows to be introduced into the multiple cylinders 21. The amount of intake air flowing through the intake passage 26 can be adjusted by the opening of a throttle valve. The exhaust passage 28 is a passage through which gases exhausted from the multiple cylinders 21 flow. An oxygen storage catalyst 35 is provided in the exhaust passage 28.

[0016] The engine 11 has a plurality of spark plugs 29 and a plurality of fuel injection valves. In the example shown in FIG. 1, one spark plug 29 is provided for each of the plurality of cylinders 21. In addition, in the example shown in FIG. 1, the fuel injection valves provided include a port injection valve 30 that injects fuel into the intake passage 26 and an in-cylinder injection valve 31 that injects fuel into the cylinder 21. That is, one port injection valve 30 and one in-cylinder injection valve 31 are provided for each cylinder 21. In the cylinder 21, an air-fuel mixture containing fuel injected from at least one of the port injection valve 30 and the in-cylinder injection valve 31 and intake air introduced into the cylinder 21 from the intake passage 26 is combusted by spark discharge from the spark plug 29. Exhaust gas generated by the combustion of the air-fuel mixture is discharged from the cylinder 21 to the exhaust passage 28.

[0017] The clutch 12 connects the crankshaft 22 to the motor generator 13. The clutch 12 is operated under the control of the control device 50. The clutch 12 may be, for example, a hydraulically driven clutch or an electromagnetically driven clutch. When the clutch 12 is engaged, the motor generator 13 is connected to the crankshaft 22. Therefore, when the clutch 12 is engaged, the crankshaft 22 can be rotated by the drive of the motor generator 13. On the other hand, when the clutch 12 is disengaged, the connection between the crankshaft 22 and the motor generator 13 is released.

[0018] <Control device 50> The control device 50 includes an execution device 51. The execution device 51 has a CPU 52, a ROM 53, and a RAM 54. The ROM 53 stores a control program executed by the CPU 52. The RAM 54 stores the results of calculations by the CPU 52.

[0019] The control device 50 receives detection signals from multiple types of sensors provided in the hybrid vehicle 10. For example, detection signals from an accelerator position sensor 61, a crank angle sensor 62, an air flow meter 63, a water temperature sensor 64, and a catalyst temperature sensor 65 are input to the control device 50. The accelerator position sensor 61 detects an accelerator position AC, which is the position of the accelerator pedal, and outputs the detection result as a detection signal. The crank angle sensor 62 outputs a detection signal corresponding to the engine speed Ne, which is the rotation speed of the crankshaft 22. The air flow meter 63 detects an intake air amount GA, which is the amount of intake air flowing through the intake passage 26, and outputs the detection result as a detection signal. The water temperature sensor 64 detects an engine coolant temperature Twt, which is the temperature of the coolant circulating inside the engine 11, and outputs the detection result as a detection signal. The catalyst temperature sensor 65 detects a catalyst temperature Tc, which is the temperature of the catalyst 35, and outputs the detection result as a detection signal. The control device 50 controls the engine 11, the clutch 12, the motor generator 13, and the transmission 14 based on detection signals from a plurality of types of sensors.

[0020] <Warm-up of catalyst 35> 2 and 3, a processing routine executed by the execution unit 51 when warming up the catalyst 35 will be described. The processing routine shown in Fig. 2 is repeatedly executed by the execution unit 51 at every predetermined control cycle when the engine 11 is operating with the motor generator 13 connected to the crankshaft 22 by the clutch 12.

[0021] In step S11 of this processing routine, the execution unit 51 determines whether or not the conditions for executing catalyst warm-up are met. For example, if both of the following conditions (A1) and (A2) are met, the execution conditions are considered to be met. On the other hand, if at least one of the conditions (A1) and (A2) is not met, the execution conditions are considered to be not met. (A1) The engine cooling water temperature Twt is lower than the threshold water temperature Twtth. (A2) The catalyst temperature Tc is below the lower limit of a predetermined temperature range.

[0022] The judgment water temperature Twtth is a value according to the lower limit of the engine coolant temperature Twt at which combustion in the engine 11 is stable. Therefore, when the engine coolant temperature Twt is lower than the judgment water temperature Twtth, it can be assumed that the warm-up of the engine 11 has not yet been completed and combustion in the engine 11 is not yet stable. On the other hand, when the engine coolant temperature Twt is equal to or higher than the judgment water temperature Twtth, it can be assumed that the warm-up of the engine 11 has been completed and combustion in the engine 11 is stable. When combustion in the engine 11 is stable, it can be determined that it is not necessary to perform catalyst warm-up, which will be described later.

[0023] When the catalyst temperature Tc is within a predetermined temperature range, the catalyst 35 functions to purify the exhaust gas. On the other hand, when the catalyst temperature Tc is outside the predetermined temperature range, the catalyst 35 hardly functions to purify the exhaust gas. Therefore, when the catalyst temperature Tc is below the lower limit of the predetermined temperature range, it is necessary to increase the catalyst temperature Tc.

[0024] If it is determined in step S11 that the execution conditions for catalyst warm-up are not met (NO), the execution unit 51 temporarily ends this processing routine. On the other hand, if it is determined that the execution conditions are met (S11: YES), the execution unit 51 performs engine control to warm up the catalyst 35. That is, the execution unit 51 shifts the processing to step S13.

[0025] In step S13, the execution unit 51 calculates a reference power PeB, which is a reference for the target value of engine power. Specifically, the execution unit 51 calculates the reference power PeB based on the integrated air amount InGA and the starting water temperature TwtS. The starting water temperature TwtS is the engine coolant temperature Twt at the start of catalyst warm-up. The integrated air amount InGA is the integrated value of the intake air amount GA since the start of the engine 11. In other words, the execution unit 51 acquires, as the integrated air amount InGA, a value obtained by integrating a plurality of intake air amounts GA acquired at predetermined cycles since the start of the engine 11.

[0026] In this embodiment, when catalyst warm-up is performed, the operation of the engine 11 is controlled so that the engine power is equal to the engine power target value Petr. Therefore, when the required power, which is the power required for the drivetrain of the hybrid vehicle 10, is greater than the engine power target value Petr, the difference between the required power and the engine power target value Petr must be compensated for by driving the motor generator 13. In this case, power is supplied from a battery (not shown in FIG. 1 ) to the motor generator 13 via an inverter circuit. At this time, if the temperatures of the battery and the inverter circuit are low, it becomes difficult to supply the battery power to the motor generator 13. The temperatures of the battery and the inverter circuit are somewhat correlated with the engine coolant temperature Twt. Therefore, when it is determined based on the engine coolant temperature Twt that it is difficult to supply the battery power to the motor generator 13, the execution unit 51 calculates a larger value as the reference power PeB compared to when this is not the case. Furthermore, the execution unit 51 calculates a larger value as the reference power PeB as the integrated air flow rate InGA increases. After calculating the reference power PeB in step S13, the execution device 51 moves the process to step S15.

[0027] In step S15, the executing unit 51 calculates a power upper limit value PeLU and a power lower limit value PeLL based on the engine speed Ne and the start-time water temperature TwtS. In this embodiment, the executing unit 51 calculates the power upper limit value PeLU using an upper limit map MAP1 shown in Fig. 3, and calculates the power lower limit value PeLL using a lower limit map MAP2 shown in Fig. 3. The calculation of the power upper limit value PeLU using the upper limit map MAP1 and the calculation of the power lower limit value PeLL using the lower limit map MAP2 will be described later. Then, after calculating the power upper limit value PeLU and the power lower limit value PeLL, the executing unit 51 proceeds to step S17.

[0028] In step S17, the executing unit 51 sets the engine power target value PeTr based on the reference power PeB, the power upper limit value PeLU, and the power lower limit value PeLL. That is, the executing unit 51 sets the second largest value among the reference power PeB, the power upper limit value PeLU, and the power lower limit value PeLL as the engine power target value PeTr. For example, if the reference power PeB exceeds the power upper limit value PeLU, the executing unit 51 sets the power upper limit value PeLU as the engine power target value PeTr. If the reference power PeB is below the power lower limit value PeLL, the executing unit 51 sets the power lower limit value PeLL as the engine power target value PeTr. Once the engine power target value PeTr has been set, the executing unit 51 temporarily ends this processing routine. In this embodiment, steps S13, S15, and S17 correspond to a "setting process" that sets the engine power target value Petr in accordance with the engine speed Ne.

[0029] Once the engine power target value Petr is set through the execution of this processing routine, the execution device 51 controls the operation of the engine 11 so that the engine power Pe becomes equal to the engine power target value Petr.

[0030] <Calculation of power upper limit PeLU and power lower limit PeLL> The process of setting the power upper limit value PeLU and the power lower limit value PeLL will be described with reference to FIG. 3. The dashed lines in FIG. Engine power Pe These are contour lines.

[0031] The execution unit 51 calculates the current engine speed Ne by comparing the line representing the lower limit map MAP2 shown in FIG. Engine power at Pe The execution unit 51 obtains the intersection point with the contour line, and then calculates the engine power Pe indicated by the obtained intersection point as the power lower limit value PeLL.

[0032] The lower limit map MAP2 varies depending on the start water temperature TwtS. Specifically, the execution unit 51 corrects the lower limit map MAP2 in a direction that increases the engine load factor KL as the start water temperature TwtS decreases. By using this lower limit map MAP2, the execution unit 51 can calculate a value that corresponds to the engine speed Ne and the start water temperature TwtS as the power lower limit value PeLL.

[0033] The execution unit 51 calculates the current engine speed Ne by comparing the line representing the upper limit map MAP1 shown in FIG. Engine power at Pe The execution unit 51 obtains the intersection points with the contour lines. Then, the execution unit 51 calculates the engine power Pe indicated by the obtained intersection points as the power upper limit value PeLU. Note that, unlike the lower limit map MAP2, the execution unit 51 does not vary the upper limit map MAP1 depending on the start water temperature TwtS.

[0034] <Actions and Effects of This Embodiment> The operation and effects of this embodiment will be described with reference to FIG. When the catalyst 35 is warmed up, the engine power target value Petr is set by executing the processing routine shown in FIG. 2. Then, the operation of the engine 11 is controlled so that the engine power Pe becomes equal to the engine power target value Petr. When such engine control is being performed, the gear ratio of the transmission may be changed or the rotation speed of the drive wheels 15 may change. If the gear ratio of the transmission is changed or the rotation speed of the drive wheels 15 is changed, the magnitude of the load acting on the engine 11 changes. If the magnitude of the load acting on the engine 11 changes while the engine power target value Petr is maintained, the engine speed Ne changes.

[0035] For example, when the load acting on the engine 11 decreases, the engine speed Ne increases. As a result, the operating state of the engine 11 approaches a first operating region R1 on a graph showing the relationship between the engine speed Ne and the engine load factor KL as shown in FIG. 3. The "operating state of the engine 11" here refers to the state of the engine 11 represented by the engine speed Ne and the engine load factor KL. The first operating region R1 is an operating region where the engine speed Ne is high and the engine load factor KL is low. If the operating state of the engine 11 transitions to the first operating region R1, the combustion characteristics of the engine 11 may deteriorate.

[0036] Furthermore, for example, when the load acting on the engine 11 increases, the engine speed Ne decreases. As a result, the operating state of the engine 11 approaches the second operating region R2 on the graph shown in Fig. 3. The second operating region R2 is an operating region where the engine speed Ne is low and the engine load factor KL is high. When the operating state of the engine 11 transitions to the second operating region R2, the exhaust gas properties of the engine 11 may deteriorate.

[0037] In this embodiment, when the engine speed Ne changes, the engine power target value Petr is set so that the operating state of the engine 11 does not transition to the first operating region R1 or the second operating region R2.

[0038] Specifically, when the operating state of the engine 11 approaches the first operating region R1 due to an increase in the engine speed Ne, the reference power PeB approaches the power lower limit PeLL. When the reference power PeB falls below the power lower limit PeLL, the power lower limit PeLL is set as the engine power target value PeTr. By performing engine control based on this engine power target value PeTr, it is possible to prevent the operating state of the engine 11 from transitioning to the first operating region R1.

[0039] On the other hand, when the operating state of the engine 11 approaches the second operating region R2 due to a decrease in the engine speed Ne, the reference power PeB approaches the power upper limit value PeLU. Then, when the reference power PeB exceeds the power upper limit value PeLU, the power upper limit value PeLU is set as the engine power target value Petr. By performing engine control based on this engine power target value Petr, it is possible to prevent the operating state of the engine 11 from transitioning to the second operating region R2.

[0040] Therefore, in this embodiment, it is possible to suppress deterioration of the combustion characteristics and exhaust properties of the engine 11 while engine control for warming up the catalyst 35 is being performed. In addition, in this embodiment, the following effects can be further obtained.

[0041] When the engine coolant temperature Twt is low, the ignition timing of the engine 11 may be retarded in order to warm up the engine 11. When the ignition timing is retarded, it is not preferable to lower the engine load factor KL in order to suppress a decrease in the stability of combustion in the engine 11. In this regard, in this embodiment, the lower the start coolant temperature TwtS, the greater the correction of the lower limit map MAP2 so that the engine load factor KL increases. This makes it possible to suppress a decrease in the stability of combustion in the engine 11 due to a decrease in the engine load factor KL during catalyst warm-up.

[0042] (Second embodiment) A second embodiment of a control device for a hybrid vehicle will be described with reference to Fig. 4. In the second embodiment, differences from the first embodiment will be mainly described, and the same reference numerals will be used to designate configurations and functions that are substantially the same as those in the first embodiment, and redundant description will be omitted.

[0043] <Warm-up of catalyst 35> 4, a processing routine executed by the execution unit 51 when warming up the catalyst 35 will be described. This processing routine is repeatedly executed by the execution unit 51 at every predetermined control cycle when the engine 11 is operating with the motor-generator 13 connected to the crankshaft 22 by the clutch 12.

[0044] In step S31 of this processing routine, the execution unit 51 determines whether or not the execution conditions for catalyst warm-up are met, similarly to step S11 shown in Fig. 2. If it is determined that the execution conditions for catalyst warm-up are not met (S31: NO), the execution unit 51 temporarily ends this processing routine. On the other hand, if it is determined that the execution conditions are met (S31: YES), the execution unit 51 performs engine control to warm up the catalyst 35. That is, the execution unit 51 proceeds to step S33.

[0045] In step S33, the execution unit 51 sets the engine power target value Petr based on the integrated air amount InGA, the starting water temperature TwtS, and the engine speed Ne. For example, when it is determined that it is difficult to supply battery power to the motor generator 13 based on the engine coolant temperature Twt, the execution unit 51 sets a larger value as the engine power target value Petr compared to when this is not the case. Furthermore, the execution unit 51 sets a larger value as the integrated air amount InGA is larger. Furthermore, the execution unit 51 sets the engine power target value Petr so that the engine load factor KL decreases when the engine speed Ne decreases, and sets the engine power target value Petr so that the engine load factor KL increases when the engine speed Ne increases. Thereafter, the execution unit 51 temporarily ends this processing routine. In this embodiment, step S33 corresponds to the "setting process."

[0046] Once the engine power target value Petr is set through the execution of this processing routine, the execution device 51 controls the operation of the engine 11 so that the engine power Pe becomes equal to the engine power target value Petr.

[0047] <Actions and Effects of This Embodiment> In this embodiment, when the catalyst 35 is being warmed up, the engine power target value Petr is set to a value that takes into account the engine speed Ne. Therefore, when the catalyst 35 is being warmed up, the operating state of the engine 11 can be prevented from transitioning to the first operating region R1 or the second operating region R2. Therefore, deterioration of the combustion characteristics and exhaust properties of the engine 11 can be prevented while engine control for warming up the catalyst 35 is being performed.

[0048] (Third embodiment) A third embodiment of a hybrid vehicle control device will be described with reference to Fig. 5. In the third embodiment, differences from the above-described embodiments will be mainly described, and the same reference numerals will be used to designate configurations and functions that are substantially the same as those in the above-described embodiments, and redundant description will be omitted.

[0049] <Warm-up of catalyst 35> 5, a processing routine executed by the execution unit 51 when warming up the catalyst 35 will be described. This processing routine is repeatedly executed by the execution unit 51 at every predetermined control cycle when the engine 11 is operating with the motor-generator 13 connected to the crankshaft 22 by the clutch 12.

[0050] In step S41 of this processing routine, the execution unit 51 determines whether or not the execution conditions for catalyst warm-up are met, similarly to step S11 shown in Fig. 2. If it is determined that the execution conditions for catalyst warm-up are not met (S41: NO), the execution unit 51 temporarily ends this processing routine. On the other hand, if it is determined that the execution conditions are met (S41: YES), the execution unit 51 performs engine control to warm up the catalyst 35. That is, the execution unit 51 proceeds to step S43.

[0051] In step S43, the execution unit 51 calculates the reference power PeBa based on the start-time water temperature TwtS and the engine speed Ne. For example, when it is determined based on the engine coolant temperature Twt that it is difficult to supply electric power from the battery to the motor generator 13, the execution unit 51 calculates a larger value as the reference power PeBa compared to when this is not the case. Also, for example, the execution unit 51 sets the reference power PeBa so that the engine load factor KL decreases when the engine speed Ne decreases, and sets the reference power PeBa so that the engine load factor KL increases when the engine speed Ne increases.

[0052] Next, in step S45, the execution unit 51 calculates a power correction amount ΔPe, which is a correction amount for engine power, based on the integrated air amount InGA and the start-time water temperature TwtS. For example, the execution unit 51 calculates a larger value as the integrated air amount InGA is larger as the power correction amount ΔPe is calculated. Also, for example, the execution unit 51 calculates a larger value as the start-time water temperature TwtS is higher as the power correction amount ΔPe is calculated.

[0053] Then, in step S47, the execution unit 51 sets the sum of the reference power PeBa and the power correction amount ΔPe as the engine power target value Petr. After that, the execution unit 51 temporarily ends this processing routine. In this embodiment, steps S43, S45, and S47 correspond to the "setting process."

[0054] Once the engine power target value Petr is set through the execution of this processing routine, the execution device 51 controls the operation of the engine 11 so that the engine power Pe becomes equal to the engine power target value Petr.

[0055] <Actions and Effects of This Embodiment> In this embodiment, when the catalyst 35 is being warmed up, the engine power target value Petr is set to a value that takes into account the engine speed Ne. Therefore, when the catalyst 35 is being warmed up, the operating state of the engine 11 can be prevented from transitioning to the first operating region R1 or the second operating region R2. Therefore, deterioration of the combustion characteristics and exhaust properties of the engine 11 can be prevented while engine control for warming up the catalyst 35 is being performed.

[0056] <Example of change> The above-described embodiments can be modified as follows: The above-described embodiments and the following modifications can be combined with each other to the extent that no technical contradiction occurs.

[0057] In the first embodiment, the lower limit map MAP2 does not have to be varied in accordance with the starting water temperature TwtS. The execution device 51 is not limited to a device that includes a CPU and a ROM and executes software processing. In other words, the execution device 51 may have any of the following configurations (a) to (c): (a) The execution device 51 includes one or more processors that execute various processes according to a computer program. The processor includes a CPU and memory such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to execute processes. The memory, i.e., computer-readable medium, includes any available medium that can be accessed by a general-purpose or special-purpose computer. (b) The execution device 51 includes one or more dedicated hardware circuits for executing various processes. Examples of dedicated hardware circuits include application-specific integrated circuits (ASICs) or FPGAs. ASIC stands for "Application Specific Integrated Circuit," and FPGA stands for "Field Programmable Gate Array." (c) The execution device 51 includes a processor that executes some of the various processes in accordance with a computer program, and a dedicated hardware circuit that executes the remaining processes of the various processes.

[0058] The hybrid vehicle may have a configuration different from that shown in Fig. 1, as long as the transmission 14 is disposed between the motor generator 13 and the drive wheels 15 in the power transmission path. For example, the hybrid vehicle may not have a clutch disposed between the engine 11 and the motor generator 13 in the power transmission path. [Explanation of symbols]

[0059] 10...Hybrid vehicle 11...Engine 13...Motor generator 14...Gearbox 15...Drive wheel 21...cylinder 22...Crankshaft 28...Exhaust passage 35...Catalyst 50...Control device 51...Execution device

Claims

[Claim 1] The present invention is applied to a hybrid vehicle including an engine, a motor generator connected to a crankshaft of the engine, and a transmission disposed in a power transmission path between the motor generator and drive wheels, and a catalyst disposed in an exhaust passage through which exhaust gas discharged from a cylinder of the engine flows, an execution device that controls operation of the engine so that engine power reaches a target value of the engine power when the catalyst is warmed up; the execution device executes a setting process for setting a target value of the engine power; The execution device calculates a lower limit value of the engine load factor relative to the engine speed as a larger value the lower the engine coolant temperature at the start of the setting process, and calculates the target value of the engine power according to the engine speed in the setting process so as not to transition to an operating region of the engine where the engine load factor is less than the lower limit value. Hybrid vehicle control device.

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