JP2009035179A - Exhaust gas purification control device for hybrid vehicle - Google Patents

Abstract

Exhaust purification of a parallel type hybrid vehicle that can start regeneration of an exhaust purification device early after the request and can ensure regeneration and exhaust purification performance of the exhaust purification device without concern about overcharging of a battery A control device is provided.
Based on the required driving force of the vehicle and the remaining charge of the battery, it is determined that the engine needs to be operated by the driving necessity determining means for determining whether or not the engine needs to be operated, and the driving necessity determining means. When the engine is started, regeneration necessity determination means for determining whether or not the exhaust purification device needs to be regenerated, and when the regeneration necessity determination means determines that regeneration of the exhaust purification device is necessary, whether or not regeneration preparation is necessary When the regeneration preparation necessity determination means determines that the preparation for regeneration of the exhaust purification device is necessary, the remaining charge amount of the battery is set to a predetermined value prior to regeneration of the exhaust purification device. It is set as the structure provided with the remaining charge control means to reduce below.
[Selection] Figure 3

Description

  The present invention relates to an exhaust gas purification control apparatus for a hybrid vehicle including a DPF that uses an engine (particularly a diesel engine) and an electric motor as drive sources, collects particulates contained in the exhaust of the engine, and oxidizes and removes them. In particular, the present invention relates to a technique for starting regeneration of a DPF early after the request while preventing overcharging of a battery when a generator is driven by an engine.

  A hybrid vehicle described in Patent Document 1 as a hybrid vehicle using an engine and an electric motor as a drive source is a series type in which the electric motor bears all of the required driving force of the vehicle, and when the DPF is regenerated, the engine has a higher output than during normal operation. To drive the generator. Thus, by raising the exhaust gas temperature, the particulates collected in the DPF are oxidized and removed, and at least a part of the generated power of the generator is charged in the battery.

  Here, during the regeneration stop period from the request for regeneration of the DPF to the regeneration start, the particulates collected in the DPF are accumulated in the DPF without being removed by oxidation, so if the regeneration stop period is long, the DPF There is a concern that the accumulated amount of particulates will be excessive, and the amount of heat generated during regeneration will be excessive, which will degrade the performance of the DPF. Therefore, it is desirable to shorten the regeneration stop period and start regeneration as soon as possible after the DPF regeneration request.

  However, even if the regeneration of the DPF is started at an early stage, the battery is overcharged by the power generated by the generator and the performance is deteriorated if there is not enough room for the free capacity of the battery at the start of regeneration.

Therefore, in the one described in Patent Document 1, the power supply from the generator to the motor is suppressed and the power supply from the battery to the motor is promoted during the period from when the DPF regeneration request is made until the regeneration starts. Thus, a sufficient margin can be quickly formed in the free capacity of the battery, and the regeneration of the DPF can be started early after the request.
JP 2002-242721 A

  I want to start early regeneration even with a parallel type vehicle like the DPF, but with the parallel type, depending on the required driving force of the vehicle, you can run with the output of the engine and the motor together or run only with the output of the engine. In other words, the vehicle may not be able to travel only by the output of the electric motor, and the engine stop during traveling is restricted. Therefore, it is difficult to quickly reduce the remaining charge of the battery as compared with the series type, and there is a concern that the start of regeneration of the DPF is delayed.

  The present invention has been made in view of the above-described conventional problems, and enables regeneration of an exhaust purification device (DPF) to be started early after the request and without concern about overcharging of the battery. An object of the present invention is to provide an exhaust purification control device for a parallel hybrid vehicle that can ensure the regeneration and exhaust purification performance of the exhaust purification device.

  For this reason, the present invention causes the vehicle to travel by generating a driving force of the vehicle with the output of at least one of the engine for driving the vehicle and the motor generator for both driving the vehicle and generating electricity, and when the vehicle is driven by the motor generator, A battery capable of supplying electric power to the motor generator and charging the electric power generated by the motor generator, and an exhaust passage of the engine, purifies gas components in the exhaust gas and collects particulates. An exhaust purification control device for a hybrid vehicle, comprising: an exhaust purification device that regenerates by oxidizing and removing particulates, a required driving force detection means for detecting a required driving force of the vehicle, and a remaining charge of the battery The remaining charge detection means for detecting the vehicle, the required driving force of the vehicle detected by each of the detection means and the remaining charge of the battery. Based on the above, when it is determined that the engine needs to be operated by the operation necessity determination means and the engine is started by the operation necessity determination means, it is necessary to regenerate the exhaust purification device. A regeneration necessity judgment unit for judging whether or not, a regeneration preparation necessity judgment unit for judging whether or not a regeneration preparation is necessary when the regeneration necessity judgment unit judges that regeneration of the exhaust purification device is necessary, and the regeneration preparation A remaining charge control means for reducing the remaining charge of the battery to a predetermined value or less prior to regeneration of the exhaust purification device when it is determined by the necessity determining means that preparation for regeneration of the exhaust purification device is necessary It was.

  With the above configuration, when it is determined that regeneration of the exhaust purification device is necessary by the regeneration necessity determination unit, and when regeneration preparation necessity determination is necessary by the regeneration preparation necessity determination unit, the remaining charge control unit However, as a regeneration preparation, the remaining charge of the battery is lowered to a predetermined value or less before the regeneration of the exhaust gas purification device is started.

  As a result, a sufficient margin is formed in the battery free capacity before the start of regeneration of the exhaust purification device. Even in a parallel hybrid vehicle, regeneration of the exhaust purification device can be performed after the request without worrying about overcharge of the battery. It becomes possible to start early, and it is possible to ensure regeneration and exhaust purification performance of the exhaust purification device.

  Further, since it is not necessary to increase the capacity of the battery in order to avoid overcharging, the system can be simplified in configuration and the cost can be reduced.

  Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of an exhaust gas purification control apparatus for a diesel engine according to the present invention, and is a hybrid vehicle system, particularly a parallel hybrid vehicle (hereinafter referred to as “P-HEV”). It is a figure which shows the case where it applies to.

  In FIG. 1, the hybrid vehicle of the present embodiment travels with the power of a diesel engine (hereinafter referred to as an engine) 1 and a motor generator MG2 that serves as both a vehicle drive motor and a power generator. The output of the engine 1 is transmitted to another motor generator MG1 for power generation, and the rotation shaft of the motor generator MG1, for example, a power transmission mechanism 52 such as CVT with an electromagnetic clutch, and the rotation shaft of the motor generator MG2 are used for vehicle running. And transmitted to the drive wheels 55a and 55b through the differential gear 54. When the vehicle is decelerating and regenerating, the two motor generators MG1 and MG2 are effectively used as generators, and the vehicle braking force is converted into electric energy and recovered to charge the battery 50.

  The output distribution of the engine 1 for power generation and vehicle travel is controlled by the hybrid control unit 40. The hybrid control unit 40 controls the supply of electric power from the battery 50 to the motor generator MG2 and the recovery of the regenerative electric power from the motor generators MG1 and MG2 during the deceleration regeneration.

  The hybrid control unit 40 monitors the travel and stop information of the vehicle, the output signal L of the accelerator sensor 41 proportional to the amount of depression of the accelerator pedal, the signal STA corresponding to the Acc position and ON position of the start key 42, Inputting the signal SFT of the shift lever position sensor 43, the signal BR of the brake operation switch 44, the signal V of the vehicle speed sensor 45, the signal SOC (State of Charge) of the battery remaining capacity sensor 46, etc. Are determined, and a start command and an output sharing command are issued to the engine control unit 30. In accordance with the command, the engine control unit 30 sets the operating point of the engine 1 and controls the start, stop, and output.

  The engine 1 includes an exhaust purification device 20 that purifies the exhaust of the engine 1 in the exhaust passage 3. The exhaust purification device 20 includes a NOx trap catalyst (Lean NOx Trap Catalyst: hereinafter referred to as LNT) 21 and a DPF 22.

  The LNT 21 is a NOx adsorption catalyst that absorbs NOx when the air-fuel ratio of the inflowing exhaust gas is lean, and releases and reduces and purifies NOx when the oxygen concentration of the inflowing exhaust gas decreases. In addition, Ba, Mg, Cs, etc. are used as precious metals such as Pt, Pd, Rh, and NOx adsorbents. Moreover, the structure of the electric heating type catalyst (henceforth EHC) provided with the electric heater as a heating means for improving catalyst activity is employ | adopted.

  The DPF 22 collects the particulates in the exhaust gas by filtering. In addition, an oxidation catalyst mainly composed of Pt, Pd or the like is supported in order to enhance the function of burning the collected particulates in the DPF regeneration process and the oxidation function of gas components such as HC and CO.

  A temperature sensor 35 is provided between the outlet portion of the LNT 21 and the inlet portion of the DPF 22 in the exhaust gas purification apparatus 20, and the temperature of the LNT 21 (or the temperature of the DPF 22) is measured while the engine 1 is stopped and operating. Detect as. As the temperature detection of the LNT 21 (or DPF 22), the temperature of the exhaust gas flowing into the LNT 21 or the DPF 22 during operation of the engine 1 may be detected.

An oxygen concentration sensor 36 for detecting the oxygen concentration O ₂ is provided at the outlet of the DPF 22 in the exhaust purification device 20.

  A turbocharger turbine 3a is disposed in the exhaust passage 3, and an EGR valve 5 is provided in an EGR passage 4 branched from the upstream thereof. The EGR valve 5 is driven by a stepping motor (not shown), and a part of the exhaust gas is recirculated to the intake pipe 2 d of the intake passage 2. The intake passage 2 includes an air cleaner 2a, a supercharger compressor 2b, an intercooler 2c, and an intake throttle valve 7 and an intake pipe 2d that are opened and closed by an actuator (for example, a stepping motor type) 6 from upstream.

  Reference numeral 24 denotes a glow plug for assisting in starting the engine, which is provided facing the combustion chamber of each cylinder. Further, an electric heating type block heater 70 is provided so as to face the cooling water path of the engine 1 in order to promote warm-up of the engine 1.

  The fuel supply system includes a fuel tank 60 for storing diesel engine fuel (light oil), a fuel supply passage 16 for supplying fuel to the fuel injection device 10, and a return fuel (spill fuel) from the fuel injection device 10 as a fuel tank. A fuel return passage 19 for returning to 60 is provided.

  The fuel injection device 10 is a known common rail type fuel injection device, and includes a supply pump 11, a common rail (pressure accumulation chamber) 14, and a fuel injection valve 15 provided for each cylinder. The fuel pressurized by the supply pump 11 is temporarily stored in the common rail 14 through the fuel supply passage 12 in a high pressure state, and then distributed to the fuel injection valves 15 of each cylinder. The pressure of the common rail 14 is controlled by the pressure control valve 13. That is, the pressure control valve 13 controls the pressure of the common rail 14 by adjusting the fuel discharge amount to the common rail 14 by changing the flow passage area of the overflow passage 17 according to the duty signal from the engine control unit 30. Further, in order to control the pressure of the common rail 14, a part of the fuel discharged from the supply pump 11 is returned to the fuel supply passage 16 through an overflow passage 17 having a one-way valve 18 on the way.

  The fuel injection valve 15 is an electronic injection valve that opens and closes the fuel supply passage to the combustion chamber in response to an ON-OFF signal from the engine control unit 30. The fuel injection valve 15 injects fuel into the combustion chamber in response to the ON signal. To stop the injection. The fuel injection amount increases as the ON signal to the fuel injection valve 15 becomes longer, but also changes depending on the fuel pressure of the common rail 14 as will be described later.

The engine control unit 30 includes a signal Tw from the water temperature sensor 31 (engine temperature detection means), a signal Ne from the crank angle sensor 32 for detecting the engine speed and crank angle, a cylinder discrimination signal Cyl from the cam angle sensor 33, and the common rail 14 A signal P _CR of the pressure sensor 34 for detecting pressure, a signal Tex of the temperature sensor 35 (engine temperature detection means), and a signal O ₂ of the oxygen concentration sensor 36 are input. The specific control of the engine control unit 30 will be described later.

  The exhaust purification control apparatus of this embodiment is controlled by the hybrid control unit 40 and the engine control unit 30. Such control will be described with reference to the flowcharts of FIGS.

  FIG. 16 shows a main control routine of the hybrid system of the present embodiment, and FIGS. 17 to 29 show the output control of the engine 1 performed by the engine control unit 30 and the control of the present embodiment according to a command from the hybrid control unit 40. The subroutine regarding exhaust purification control is shown. As will be described later, the engine control unit 30 has a function of an operation necessity determination unit.

In the main control routine of the hybrid system of FIG. 16, in step S100, the signal L of the accelerator sensor 41, the signal STA of the start key 42, the signal SFT of the shift lever position sensor 43, the signal BR of the brake operation switch 44, and the vehicle speed sensor 45 The signal V and the signal SOC of the battery remaining capacity sensor 46 are read, and further, the signal Tw of the water temperature sensor 31, the signal Ne of the crank angle sensor 32, the signal Cyl of the cam angle sensor 33, and the pressure sensor 34 for detecting the pressure of the common rail 14. signal _{P CR,} signal Tex of the temperature sensor 35, reads the signals _{O 2} from the oxygen concentration sensor 36 proceeds to step S200.

  In step S200, as shown in FIGS. 5 to 14, on the basis of the signal L of the accelerator sensor 41, the driving force Prun (= motor output Pm + engine output Pe required for driving the vehicle according to the depression amount of the driver's accelerator pedal, The vehicle is calculated according to the required driving force calculation routine shown in FIG. 17, which will be described later, and the process proceeds to step S220.

  In step S220, it is determined whether or not the DPF 22 to be described later is being reproduced. If the determination is Yes and the DPF 22 is being reproduced, the process proceeds to step S1300, and if the determination is No and the DPF 22 is not being reproduced. Proceed to step S300.

In step S300, the normal operation mode is determined according to the normal operation mode determination routine of FIG. 18 to be described later on the basis of the required driving force Prun, vehicle speed V, remaining battery capacity SOC, catalyst temperature Tex, and the like calculated in step S200. . Here, the normal operation mode is basically divided into the following five patterns of Modes 0 to 4 as shown in FIGS. Here, FIG. 3 is a diagram showing a table summarizing the relationship between the remaining battery capacity SOC, the purification device temperature, and the operation mode in normal operation (DPF regeneration unnecessary), and FIG. 5 shows that the purification device (LNT) is activated. FIG. 6 is a characteristic diagram of driving force control during normal operation when the temperature is equal to or higher than the first predetermined temperature Tex1, and FIG. 6 is a normal operation when the purifier is lower than the first predetermined temperature Tex1 as the activation temperature. It is a characteristic view of the driving force control.
<Deceleration regeneration mode: Mode 0>
On the condition that the remaining capacity SOC of the battery 50 is less than the charging upper limit threshold SOC2 (threshold for preventing overcharging of the battery 50) (SOC <SOC2) and the battery 50 is not overcharged, the motor generator MG1 is decelerated. , MG2 is operated as a generator, the kinetic energy at the time of deceleration is recovered as electric power, and the battery 50 is charged.
<Motor travel mode: Mode 1>
Basically, as shown in FIG. 15, the motor running mode obtains a temperature equal to or higher than the first predetermined temperature Tex1 where the load is low in engine running and the temperature Tex of the LNT 21 (corresponding to the exhaust gas purification device temperature) is the catalyst activation temperature. In the low catalyst active area A, the battery 50 travels at the output Pm of the motor generator MG2 on condition that the remaining capacity SOC of the battery 50 exceeds a predetermined value SOC1 that can stably supply the rated power of the battery. . When the temperature Tex of the LNT 21 detected by the temperature sensor 35 is equal to or higher than the catalyst activation temperature Tex1, the engine travels at [1] (range ab) in FIG. 5 with the engine output lower limit set value as b.

When the temperature Tex of the LNT 21 is lower than the catalyst activation temperature Tex1 under conditions such as a low engine temperature, the engine output lower limit setting value is increased from b → b ′. At this time, the remaining capacity SOC of the battery 50 is increased. Is equal to or higher than the charging upper limit threshold SOC2 (SOC ≧ SOC2), the output upper limit value of the motor generator MG2 is increased from b → b ′, and in addition to [1] (range ab) as shown in FIG. [1] ′ (range bb ′) in the middle is also assumed to be motor running (surplus power processing (2) in FIG. 3). As a result, the amount of power generated by the surplus output generated by increasing the engine output lower limit set value from b to b ′ is consumed, and the charge / discharge balance of the battery 50 is properly managed. For this reason, the motor generator MG2 having the maximum output b ′ is applied, and normally the standard rated output is set to b and used with a margin.
<Engine running mode: Mode 2>
In the engine running mode, the vehicle 50 runs only with the output Pe of the engine 1 when the remaining capacity SOC of the battery 50 exceeds the predetermined value SOC1 and charging is unnecessary. In this case, as shown in FIG. 15, engine operation (setting of load and rotation speed) is performed in a catalyst high activity region B in which high catalyst activity at which the temperature Tex of the LNT 21 is equal to or higher than the first predetermined temperature Tex1 is obtained. This region includes the best fuel efficiency region C with good thermal efficiency. When the temperature Tex of the LNT 21 is equal to or higher than the first predetermined temperature Tex1, the engine travels [2] (bd range) in FIG. 5 with the engine output lower limit set value as b. Further, as described above, when the temperature Tex of the LNT 21 is lower than the first predetermined temperature Tex1 under the conditions such as the low engine temperature, the engine output lower limit set value is increased from b → b ′ and [2 in FIG. ] ′ (Range b′−d) is engine running.
<Engine output split mode: Mode3>
Basically, in the engine output division mode, when the remaining capacity SOC of the battery 50 needs to be charged below a predetermined value SOC1, the engine 1 is operated and its output is divided for vehicle travel and power generation. Also in this case, when the temperature Tex of the LNT 21 is equal to or higher than the first predetermined temperature Tex1 so that the active state of the LNT 21 can be obtained during operation of the engine 1, the engine output lower limit set value b is set to [2] (b -D), the engine 1 is operated at an output higher than the required driving force Prun, and the motor generator MG1 is driven by the engine output of the difference between the engine output Pe and the required driving force Prun (= Pe-Prun). The battery 50 is charged. Similarly to the above, when the engine output lower limit setting value is increased from b to b ′ under low engine temperature conditions or the like, the output is higher than the required driving force Prun in [2] (range of b′−d) in FIG. Then, the engine 1 is operated, and the difference between the engine output Pe and the required driving force Prun is used for power generation. When the remaining capacity SOC of the battery 50 is in the state of SOC1 <SOC <SOC2 and the engine output lower limit setting value is increased from b → b ′, [1] ′ in FIG. 6 (range bb ′). Is set to the engine output split mode, and the difference between the engine output Pe (= b ′) and the required driving force Prun is used for charging the battery 50 (the surplus power processing (1) in FIG. 3).
<Motor assist mode: Mode 4>
The driving force range of [3] (range de) in FIGS. 5 and 6 is the motor assist mode. That is, the maximum output of the engine 1 is a point d as shown in FIG. 15, and no more power can be supplied from the engine 1. Therefore, the engine 1 is operated at the point d, and the difference from the point d to the point e (Prun max.) Which is the vehicle driving maximum driving force shown in FIGS. 5 and 6 is the output of the motor generator MG2 (standard rated output b). Make up with. The assist by the motor generator MG2 is not limited to this, and the motor 1 is operated by operating the engine 1 at [2] (range bd) in FIG. 5 or [2] (range b′-d) in FIG. You may use MG2 together.

  This is the end of the description of the normal operation mode determination in step S300 and the relationship between the engine operation region, the vehicle required driving force range, and each engine operation point. In Mode 1), the power transmission mechanism 52 is disconnected.

On the other hand, if the determination in step S220 is Yes and the process proceeds to step S1300, the DPF regeneration operation mode is determined according to the DPF regeneration operation mode determination routine of FIG. As shown in FIGS. 3, 4, and 7 to 14, the operation mode of DPF regeneration is basically the following DPF regeneration preparation mode (discharge process before regeneration) and DPF regeneration modes 1 to 3 (normal power processing, surplus power). Processing (1) and (2)) are divided into a total of four patterns.
<Discharge process before regeneration: DPF regeneration preparation mode>
When the remaining capacity SOC of the battery 50 exceeds the SOC1, in order to enable early regeneration start of the DPF 22, the discharge of the battery 50 is promoted and the remaining capacity SOC of the battery 50 is reduced to SOC1 or less. Therefore, the driving pattern is changed in order to increase the frequency of driving the vehicle by the motor generator MG2 with respect to the normal driving mode of FIGS.

  In this case, as shown in FIGS. 3, 7, and 8, [1] (range ab or ab ′) in FIG. 7 or FIG. 8 is the driving of the motor generator MG2 as in Mode 1 in the normal operation. Drive with power.

  Then, the engine output is set so that the temperature Tex of the LNT 21 is equal to or higher than the first predetermined temperature Tex1 that is the catalyst activation temperature [2] (bd or b′-f range) in FIG. The operation is performed at the lower limit set value b (or b ′), and the insufficient output is supplemented by the output of the motor generator MG2.

  Further, in [3] in FIG. 7 or FIG. 8 (range of de or fe) where the required output Prun becomes higher, the motor generator MG2 is operated at the normal maximum driving force Pm max, and the insufficient output is generated. This is compensated by the operation of the engine 1.

The predetermined value SOC1 is set not only as a value for stably supplying the rated power of the battery, but also as a value for determining whether or not to accept the generated power by the motor generator MG1 when the DPF 22 is regenerated.
<Normal power processing mode: DPF regeneration mode 1>
In the normal power processing mode, when the remaining capacity SOC of the battery 50 is equal to or less than the predetermined value SOC1, the engine 1 is operated and its output Pe is divided for vehicle travel and power generation.

  As shown in FIG. 15, the temperature of the DPF 22 (the temperature of the exhaust gas flowing into the DPF 22) Tex is a second predetermined temperature Tex2 (Tex2> Tex1) that can regenerate the DPF 22 by oxidizing and removing the particulates accumulated in the DPF 22. ) The engine 1 is operated in the DPF regeneration region C so that the above is obtained.

  Then, the engine output lower limit set value is set to the second output lower limit set value c (best fuel efficiency region E), and an output higher than the required driving force Prun is obtained in [2] (range cd) of FIG. The engine 1 is operated so that the difference between the engine output Pe and the required driving force Prun is used for power generation, and the motor generator MG1 generates power to charge the battery 50.

  In addition, when it is necessary to increase the second output lower limit set value c to c ′ to be the second predetermined temperature Tex2 at which the DPF 22 can be regenerated in a low engine temperature condition or the like, [2] ( The engine 1 is operated so that an engine output Pe higher than the required driving force Prun is obtained in c′−d), and the motor generator MG1 is driven with the difference to generate electric power to charge the battery 50.

9 and 10 are the same as the motor assist mode (Mode 4) of the normal operation mode, and the engine 1 is operated at the point d, and the vehicle travel maximum from the point d. The difference between the requested driving force Prun up to the driving force point e (Prun max) and the engine output Pe (= d) is supplemented by the output of the motor generator MG2.
<Surplus power processing (1): DPF regeneration mode 2>
When the remaining capacity SOC of the battery 50 exceeds SOC1 and is less than the charging upper limit threshold SOC2, the engine output lower limit setting value is set to the second output lower limit setting value, and the required driving force Prun is set to c point. When it falls below, the difference between the engine output Pe and the required driving force Prun is used for power generation, and the motor generator MG1 generates power to charge the battery 50.

  On the other hand, when the required driving force Prun is not less than c points, the vehicle travels only with the output Pe of the engine 1. That is, as shown in FIG. 11, when the temperature of the DPF 22 (the temperature of the exhaust gas flowing into the DPF 22) Tex is equal to or higher than the second predetermined temperature Tex2, the engine travels [2] (range cd) in FIG. .

  Further, when the second predetermined temperature Tex2 at which the DPF 22 can be regenerated cannot be obtained unless the second engine output lower limit set value c is increased to c ′ under conditions such as a low engine temperature, [2] ] (C'-d range).

The range of [3] (d-e) in FIGS. 11 and 12 is the same as the motor assist mode Mode 4 in the normal operation mode, similar to the DPF regeneration mode 1 described above.
<Surplus power processing (2): DPF regeneration mode 3>
Even if the remaining capacity SOC of the battery 50 is equal to or higher than the charging upper limit threshold SOC2 (for example, about 80% of full charge and a threshold for preventing overcharging of the battery 50), the regeneration is performed if the DPF 22 is being regenerated. Until the operation is completed, the engine 1 is continuously operated to complete the regeneration of the DPF 22.

  In this case, as shown in FIGS. 4, 13, and 14, the second engine output lower limit setting value is set to c (or c ′) as in the DPF regeneration modes 1 and 2, and the required driving force Prun is set to c If it falls below (or c ′), the difference between the engine output Pe and the required driving force Prun is used for power generation, and the motor generator MG1 generates power and charges the battery 50.

  However, since the remaining capacity SOC of the battery 50 is equal to or higher than the charging upper limit threshold SOC2, it is necessary to quickly consume the power generated by the surplus output in order to prevent overcharging by making the charge / discharge balance of the battery 50 appropriate. .

  Therefore, as indicated by [2] in FIGS. 13 and 14, the required driving force Prun is not less than c (or c ′), the second engine output lower limit set value c (or c ′) and the motor Below the total value e ′ (or e ″) of the maximum output b ′ (output width = ab ′ in FIG. 13 or FIG. 14 → ce ′ in FIG. 13 or c′−e ″ in FIG. 14) In this case, the difference between the required driving force Prun and the second engine output lower limit value c (or c ′) is driven by the motor output.

  When the required driving force Prun exceeds the total value e ′ (or e ″) of the second engine output lower limit setting value c (or c ′) and the motor maximum output b ′ (output width a−b ′) The engine output is increased up to the maximum output point e to satisfy the required driving force Prun.

  In the operation mode determination routine during DPF regeneration shown in FIG. 26 described later, a regeneration power generation stop command is generated when it is determined that the DPF regeneration mode is 3, and this case is shown as surplus power processing (2) 'in FIG.

  Returning again to FIG.

  After determining the normal operation mode in step S300, the process proceeds to step S400, and based on the calculated required driving force Prun and the determined travel mode, the shared outputs (Pm and Pe) of the motor generator MG2 and the engine 1 in the normal operation mode. ) Is calculated, the process proceeds to step S500.

  Further, after determining the DPF regeneration operation mode in step S1300, the process proceeds to step S1400, and the motor generator MG2 and the engine 1 are shared in the operation mode during DPF regeneration based on the calculated required driving force Prun and the determined travel mode. After calculating the outputs (Pm and Pe), the process proceeds to step S500.

  In step S500, it is determined whether or not the engine 1 needs to be operated. When this determination is No and engine operation is not required (the motor travel mode (Mode 1) and the deceleration regeneration mode (Mode 0) in the normal operation mode), the process proceeds to step S800 and the engine 1 is stopped. That is, the hybrid control unit 40 issues a stop command to the engine control unit 30, and the engine control unit 30 performs control when the engine 1 is stopped according to the stop command.

  When the determination in step S500 is Yes and the engine 1 needs to be operated (engine running mode (Mode 2) in normal operation mode, engine output division mode (Mode 3), motor assist mode (Mode 4), and DPF regeneration preparation mode In Modes 1, 2, 3) of the DPF regeneration operation mode, the process proceeds to step S600.

  In step S600, it is determined whether the engine 1 has already been started. When this determination is Yes and the engine 1 is in operation, that is, the output command has already been transmitted from the hybrid control unit 40 to the engine control unit 30, and the engine control unit 30 performs the engine 1 according to the command. If the output control is performed, the process proceeds to step S900.

  In step S900, output control of the engine 1 for obtaining the engine sharing output Pe calculated in step S400 is executed.

  On the other hand, if the determination in step S600 is No and the engine 1 has not yet been started, the process proceeds to step S700 to perform start-up control of the engine 1. That is, the hybrid control unit 40 issues a start command to the engine control unit 30, and the engine control unit 30 performs start-up control of the engine 1 in accordance with the start command.

  After performing the engine output control in step S900, the engine start control in step S700 or the engine stop control in step S800, the process proceeds to step S1000.

  In step S1000, hybrid control unit 40 performs power generation control of motor generator MG1 or MG2 based on the operation mode.

  Next, in step S1100, the motor generator MG2 is driven and controlled in accordance with the motor driving force Pm calculated in step S400 based on the travel mode.

  Finally, the process proceeds to step S1200, and gear ratio control and ON-OFF control of the power transmission mechanism 52 (for example, CVT with an electromagnetic clutch) are performed based on the travel mode, the vehicle speed V, and the like.

  FIG. 17 is a flowchart showing a subroutine for calculating the required driving force Prun in step S200 of FIG.

  17, in step S201, it is determined whether the signal STA of the start key 42 is ON. In step S202, it is determined whether the signal SFT of the shift lever position sensor 43 is in the drive position (ON). Then, it is determined whether the signal BR of the brake operation switch 44 is OFF (brake release state). If all the determinations in steps S201 to S203 are Yes, the vehicle can be driven. The driving force Prun required for vehicle travel, that is, the required driving force Prun requested by the driver, is retrieved from predetermined table data based on the signal L of the accelerator sensor 41 corresponding to the depression amount of the accelerator pedal of the driver, and then returned. It becomes.

  On the other hand, if any of the determinations in steps S201, 202, and 203 is No and the vehicle is not ready to travel, the process proceeds to step S204 to stop the operation necessary for vehicle travel (drive motor generators MG1 and MG2). Stop, disconnect the power transmission mechanism 52, stop the engine 1, and return to the return of the main control routine of FIG.

  FIG. 18 is a flowchart showing a subroutine for normal operation mode determination in step S300 of FIG.

  In FIG. 18, it is determined in step S310 whether the vehicle is traveling (vehicle speed V> 0). If the determination is No and the vehicle is stopped, the process proceeds to step S317.

  In step S317, it is determined whether the required driving force Prun is greater than 0 (Prun> a (point a in FIGS. 5 and 6)). The determination is No and the vehicle is stopped at the required driving force Prun = 0. For example, the process proceeds to step S204 in FIG. 17 to stop the operation necessary for vehicle travel.

  If the determination in step S310 is Yes and the vehicle is traveling, and if the determination in step S317 is Yes and the required driving force Prun> a, the process proceeds to step S311.

  In step S311, it is determined whether the required driving force Prun is less than the point d in FIGS. 5 and 6. If the determination is No, the process proceeds to step S318 to determine the motor assist mode (Mode 4) and return, and the determination is Yes. If the requested driving force Prun is less than the point d, the process proceeds to step S312.

  In step S312, it is determined whether or not the remaining capacity SOC of the battery 50 exceeds the first predetermined value SOC1, and if the determination is No, the battery 50 is charged before it impedes vehicle travel. The process proceeds to step S313 if it is determined that the engine output division mode (Mode 3) has been set, and the determination is YES and the remaining capacity SOC of the battery 50> SOC1.

  In step S313, it is determined whether the required driving force Prun exceeds the point b ′ in FIG. 6. If the determination is Yes, the engine running mode (Mode 2) is satisfied even under conditions such as a low engine temperature. Proceeding to S320, it is determined that the engine travel mode (Mode 2) is determined, and the process returns. When the determination is No and the required driving force Prun is equal to or less than the point b ′, the process proceeds to step S314.

  In step S314, it is determined whether the required driving force Prun exceeds the point b. If the determination is Yes, the process proceeds to step S315, and a motor output increase command (engine output lower limit set value to be described later is increased from b → b ′). It is determined whether the generated power generated by the surplus output is consumed by increasing the motor output upper limit standard set value from b → b ′). If the determination in step S315 is No and the motor output increase command is OFF (as will be described later, the remaining capacity SOC of the battery 50 is lower than the charge upper limit threshold SOC2, and the motor output upper limit value is increased to increase the engine surplus output. In the case where it is not necessary to consume the amount of power generated by (1), since it corresponds to the engine travel mode (Mode 2), the process proceeds to step S320. If the determination in step S315 is Yes and the motor output increase command is ON, the required driving force Prun corresponds to the motor travel mode (Mode 1) in the range of the point bb ′, and the process proceeds to step S321. It determines with driving mode (Mode1) and it returns.

  On the other hand, if the determination in step S314 is No and the required driving force Prun is equal to or less than b points, the process proceeds to step S316, and it is determined whether the required driving force Prun is greater than 0 (Prun> a). If the determination in step S316 is Yes and the required driving force Prun> a, the process proceeds to step S321 to determine the motor travel mode (Mode 1). If the determination is No, that is, the vehicle is traveling but the required driving force If Prun = 0 (when the driver does not depress the accelerator pedal), the routine proceeds to step S322, where the deceleration regeneration mode (Mode 0) is determined and a return is made.

  FIG. 19 is a flowchart showing a subroutine for calculating the shared output between the motor generator and the engine in each normal operation mode performed in step S400 of FIG.

  In FIG. 19, it is determined whether or not the motor assist mode (Mode 4) is set in step S410. If the determination is Yes, the process proceeds to step S430, and if the determination is No, the process proceeds to step S411.

  In step S430, the engine output Pe is set to the maximum output d of the engine 1 (Pe = d), and the shared output Pm of the motor generator MG2 is set to a difference (Pm = Prun−d) between the requested driving force Prun and the engine output d. Set and return.

  In step S411, it is determined whether the engine output division mode (Mode 3) is selected. If the determination is Yes, the process proceeds to step S416, and if the determination is No, the process proceeds to step S412.

  In step S416, it is determined whether the engine output Pe (Pe = Prun + ΔPe) obtained by adding the engine output ΔPe for power generation to the required driving force Prun exceeds the maximum output d of the engine 1. If the determination is Yes, the process proceeds to step S417. Then, the output of the engine 1 is set to the maximum output d (Pe = d) and the process returns.

  On the other hand, if the determination in step S416 is No, the process proceeds to step S418, where the output Pe of the engine 1 is set to an output obtained by adding the engine output ΔPe for power generation to the required driving force Prun (Pe = Prun + ΔPe), and the process returns.

  The output ΔPe for power generation may be a fixed value or variable according to the required driving force Prun. However, the temperature Tex of the LNT 21 is the catalyst activation temperature even under low engine temperature conditions. The engine output Pe when the engine output ΔPe for the power generation is added to the required driving force Prun so as to obtain the first predetermined temperature Tex1 or higher is equal to or higher than the engine output lower limit set value b ′ when the engine temperature condition is low (Pe) = Prun + ΔPe ≧ b ′).

  In step S412, it is determined whether the engine running mode (Mode 2) is selected. If the determination is Yes, the process proceeds to step S419, and if the determination is No, the process proceeds to step S413.

  In step S419, it is determined whether the exhaust temperature (or the temperature of the LNT 21) Tex is higher than the catalyst activation temperature Tex1, and if the determination is Yes, there is no need to increase the output of the engine 1, so the process proceeds to step S425. The output Pe is set to the required driving force Prun (Pe = Prun), and the process returns.

  When the determination in step S419 is No and the exhaust temperature (or the temperature of the LNT 21) Tex is equal to or lower than the first predetermined temperature Tex1, the process proceeds to step S420, where it is determined whether the required driving force Prun is equal to or higher than the point b ′. If the determination is Yes, a temperature higher than the first predetermined temperature Tex1 can be obtained as the temperature Tex of the LNT 21 even under conditions such as a low engine temperature. Therefore, the process proceeds to step S425, and the output Pe of the engine 1 is requested and driven. Set to force Prun.

  If the determination in step S420 is No and the required driving force Prun is less than the point b ', the process proceeds to step S421, and the output Pe of the engine 1 is increased to the point b' (Pe = b ').

  Next, the process proceeds to step S422, and the surplus output (= b'-Prun) generated between the increased engine output Pe (= b ') and the required driving force Prun is used for power generation by the motor generator MG1, and the process proceeds to step S423. move on.

  In step S423, it is determined whether the remaining capacity SOC of the battery 50 is less than a second predetermined value SOC2 that is a charging upper limit threshold value. If the determination is Yes, the output upper limit value of the motor generator MG2 is increased from b → b ′. It is a return because it is not necessary to consume the power generated by the surplus output.

  If the determination in step S423 is No and the remaining battery charge SOC is greater than or equal to the second predetermined value SOC2, the process proceeds to step S424, where the output upper limit value of the motor generator MG2 is increased from b → b ′ and the engine surplus output is generated. In order to consume power generation and prevent overcharge, the motor output Pm increase command is turned on and the process proceeds to step S415.

  In step S415, a regenerative power generation stop command is issued to prevent overcharge, and the process returns.

  If it is determined in step S412, that it is not the engine travel mode (Mode 2), the process proceeds to step S413, and it is determined whether the motor travel mode (Mode 1). If the determination is Yes, the process proceeds to step S426, and the determination is No. If there is, the process proceeds to step S414.

  In step S426, it is determined whether the output increase command of motor generator MG2 in step S424 is ON. If the determination is Yes, the process proceeds to step S429, and the output of motor generator MG2 is set to point a based on the required driving force Prun. To the increased output upper limit b ′, and the process proceeds to step S414.

  On the other hand, if the determination in step S426 is No, the process proceeds to step S427.

  In step S414, it is determined whether or not the remaining capacity SOC of the battery 50 is below the charge upper limit threshold SOC2 in order to confirm whether or not the power generated by the engine surplus output has been consumed. If the determination is No, the process proceeds to step S415. As described above, a regenerative power generation stop command is output to prevent overcharge. On the other hand, if the determination is Yes and the remaining capacity SOC of the battery 50 is below the charge upper limit threshold SOC2 and is an appropriate amount, the process proceeds to step S427.

  In step S427, the output increase command of motor generator MG2 is turned OFF, and output Pm of motor generator MG2 is set between point a and normal output upper limit value b based on required driving force Prun, and the process proceeds to step S428. After advancing and giving permission to perform normal regenerative power generation, a return is made.

  FIG. 20 is a flowchart showing a subroutine for engine start-up control in step S700 of FIG. The engine start control includes energization control of the glow plug 24, the heater of the LNT 21 (here, EHC), and the block heater 70 according to the level of the remaining capacity SOC of the battery 50, as shown in FIG. The object is to start the engine most efficiently while properly managing charge / discharge according to the level of the remaining capacity SOC of 50.

  Therefore, as shown in FIG. 2, when the remaining capacity SOC of the battery 50 is equal to or lower than the first predetermined value SOC1 that can stably supply power, the glow plug 24 is energized as a minimum necessary for starting the engine 1. If only the control is performed and the remaining capacity SOC of the battery 50 exceeds the first predetermined value SOC1 and is less than the second predetermined value SOC2 that is the upper limit of charging, the control is performed in addition to the energization control of the glow plug 24 and the engine is started. EHC energization control is performed to improve the exhaust gas purification performance.

  If the regeneration of the DPF 22 is not required, the EHC energization control is performed with the goal of obtaining the first predetermined temperature Tex1 necessary for the purification of the gas component as the exhaust temperature (or EHC temperature) Tex, and the regeneration of the DPF 22 is necessary. If so, the target is to obtain the second predetermined temperature Tex2 necessary for regeneration of the DPF 22 as the exhaust gas temperature (or EHC temperature) Tex.

  If the remaining capacity SOC of the battery 50 is equal to or greater than the charge upper limit threshold SOC2, the energization of the block heater 70 for heating the cooling water is performed in order to further consume excess power to prevent overcharging of the battery 50 and to improve the startability of the engine 1. Take control.

  In FIG. 21, it is determined in step S710 whether or not the remaining capacity SOC of the battery 50 exceeds the first predetermined value SOC1, and if the determination is No, the process proceeds to step S713 to turn off the block heater 70, and then step S714. Then, the EHC is turned off and the process proceeds to step S740.

  If the determination in step S710 is Yes and the remaining capacity SOC of the battery 50> SOC1, the process proceeds to step S711 to determine whether the remaining capacity SOC of the battery 50 is less than the charging upper limit threshold SOC2, and the determination is Yes. If so, the process proceeds to step S712, the block heater 70 is turned off, and the process proceeds to step S730.

  If the determination in step S711 is No and the remaining capacity SOC of the battery 50 is greater than or equal to the charge upper limit threshold SOC2, the process proceeds to step S720 to perform energization control of the block heater 70, and then proceeds to step S730.

  In step S730, EHC energization control is performed in accordance with the necessity of regeneration of the DPF 22.

  In step S740, energization control of the glow plug 24 is performed, and the process proceeds to step S741.

  In step S741, it is determined whether the EHC has reached a predetermined heating stage (determined by the temperature of the LNT 21 or the exhaust gas temperature Tex, and the target value is changed as described above depending on whether or not the regeneration of the DPF 22 is necessary). If the determination is No, the process returns, and if the determination is Yes and the EHC has reached the predetermined heating stage, the process proceeds to step S742, where the glow plug 24 is in the predetermined heating stage (generally the heating time or the glow plug 24). (Determined based on the temperature of), and if the determination is No, a return is returned.

  When either one of the EHC or the glow plug 24 reaches a predetermined heating stage, the one is energized so as to maintain the predetermined heating stage until the other reaches the predetermined heating stage. Take control.

  If the determination in step S742 is Yes, that is, if both the EHC and the glow plug 24 have reached the predetermined heating stage, the routine proceeds to step S750, where the engine 1 is started. In this operation, first, motoring of the engine 1 is started by the motor generator MG1. Next, when the motoring rotational speed of the engine 1 reaches a predetermined stable level in a very short time, the pressure control valve 13 and the fuel injection valve 15 of the supply pump 11 are driven to supply fuel suitable for starting and complete explosion. Reach.

  FIG. 21 is a flowchart showing a subroutine for block heater energization control in step S720 of FIG.

  In FIG. 21, in step S721, in order to determine whether the engine 1 has reached a predetermined warm-up state, it is determined whether the engine coolant temperature Tw has exceeded the predetermined temperature Tw1, and if the determination is Yes, step S722 is performed. If the determination is No and the engine 1 has not reached the predetermined warm-up state, the process proceeds to step S723. The block heater 70 is energized and returns.

  FIG. 22 is a flowchart showing a subroutine for EHC energization control in step S730 of FIG.

  In FIG. 22, it is determined in step S731 whether the DPF 22 is being reproduced. If the determination is No, the process proceeds to step S732.

  In step S732, it is determined whether the exhaust temperature (or LNT21 temperature) Tex is higher than the first predetermined temperature Tex1 that is the catalyst activation temperature. If the determination is Yes, the process proceeds to step S733 to stop energization of the EHC. If the determination is No, the process proceeds to step S734 to energize the EHC and return.

  On the other hand, if the determination in step S731 is Yes and the DPF 22 is being regenerated, the process proceeds to step S735, where the exhaust temperature (or the temperature of the LNT 21) Tex exceeds the second predetermined temperature Tex2 that is the regeneration temperature of the DPF 22. If YES in step S736, the flow advances to step S736 to stop energizing the EHC, and if NO in step S737, the flow advances to step S737 to energize the EHC and returns.

  FIG. 23 is a flowchart showing a subroutine for glow plug energization control in step S740 of FIG.

  In FIG. 23, it is determined in step S741 whether the temperature Tglow of the glow plug 24 (which can be obtained by the current of the glow plug 24, for example) exceeds a predetermined temperature Tglow1 required for ignition of the injected fuel, and the determination is Yes. For example, the process proceeds to step S742 to stop energizing the glow plug 24 and return, and if the determination is No, the process proceeds to step S743 to energize the glow plug 24 to heat the glow plug 24 and return.

  FIG. 24 is a flowchart showing a subroutine for engine stop time control in step S800 of FIG.

  In FIG. 24, in step S810, the pressure control valve 13 and the fuel injection valve 15 of the supply pump 11 are turned OFF to stop fuel supply, the EGR valve 5 and the intake throttle valve 7 are closed, and EGR is also stopped.

  In step S811, the energization to the glow plug 24, the EHC and the block heater 70 is stopped and the process returns.

  FIG. 25 is a flowchart showing a subroutine for engine output control in step S900 of FIG. 16 performed by the engine control unit 30 when an output sharing command is issued from the hybrid control unit 40 to the engine 1. .

  In FIG. 25, in step S910, since the engine 1 is in operation and there is no need for starting assistance, energization to the glow plug 24 is stopped and the process proceeds to step S911.

  In step S911, it is determined whether or not the remaining capacity SOC of the battery 50 exceeds the first predetermined value SOC1, and if the determination is No, priority is given to the stable power supply of the battery 50. The energization of the heater 70 is stopped and the process proceeds to step S730.

  If the determination in step S911 is Yes and the remaining capacity SOC of the battery 50> SOC1, the process proceeds to step S720, and energization control is performed on the block heater 70 in FIG. Proceed to S730.

  In step S730, the EHC energization control of FIG. 22 is performed in order to activate the catalyst at an early stage, and the process proceeds to step S920.

  In step S920, predetermined table data is searched to obtain the engine rotation speed Ne and the fuel injection amount Qmain necessary for obtaining the engine sharing output Pe calculated in steps S400 and S1400 of FIG. This table data is set, for example, with the engine sharing output Pe as a parameter, and is stored in advance in the ROM of the engine control unit 30.

  In step S930, pressure control of the common rail 14 and drive control of the fuel injection valve 15 are performed, and fuel injection control for engine output control is performed.

Here, the pressure control of the common rail 14 is performed by searching a predetermined map stored in advance in the ROM of the engine control unit 30 by using, for example, the engine rotational speed Ne and the fuel injection amount Qmain as parameters. the pressure _{P CR} 0, obtains a reference control signal Duty0 of the pressure control valve 13 for obtaining the target reference pressure _{P CR} 0, based on the difference between the pressure _{P CR} of the target reference pressure _{P CR} 0 and the actual common rail 14 It corrects the reference control signal Duty0 Te to obtain a target reference pressure _{P CR} 0 by driving the pressure control valve 13 with the corrected control signal Duty.

The drive control of the fuel injection valve 15, for example a pressure P _CR of the fuel injection amount Q main and common rail 14 as a parameter, by searching a predetermined map previously stored in the ROM of the engine control unit 30 the fuel injection The period Mperiod is obtained. The fuel injection period M period may, if the fuel injection amount Qmain the same shorter as the pressure _{P CR} of the common rail 14 is high, the pressure _{P CR} of the common rail 14 becomes longer the larger the fuel injection amount Qmain if same. Next, using the engine speed Ne and the fuel injection amount Qmain as parameters, a predetermined map stored in advance in the ROM of the engine control unit 30 is searched to obtain the fuel injection start timing Mstart, and the coolant temperature Tw and the like are obtained. Add correction based on. This is because the lower the coolant temperature Tw is, the lower the temperature of the combustion chamber of the engine 1 is, and the ignition start time is relatively delayed, so that the amount of HC, CO, and particulate (especially SOF) emissions is not increased. This is because the fuel injection start timing Mstart is advanced and the combustion start timing is kept constant.

  Then, based on the signal Ne (engine speed and crank angle) of the crank angle sensor 32 and the cylinder discrimination signal Cyl of the cam angle sensor 33, the fuel of the cylinder to which fuel should be injected at the fuel injection start timing Mstart and the fuel injection period Mperiod. The injection valve 15 is driven to open, and Qmain fuel is supplied to the cylinder.

  After performing fuel injection control in step S930, the process proceeds to step S931, and it is determined whether regeneration of the LNT 21 is necessary. If the determination in step S931 is Yes, the process proceeds to step S970, the regeneration combustion control of the LNT 21 is executed, and the process proceeds to step S935 to determine whether the regeneration process of the LNT 21 is completed (for example, a predetermined time has elapsed). If the determination is No, the process returns. If the determination is Yes, the process proceeds to step S936, where a reproduction end process (for example, reproduction command flag OFF, reproduction time counter reset) is performed, and the process returns.

Here, the regeneration combustion control of the LNT 21 is to release and reduce the absorbed NOx for a short time by enriching the exhaust air-fuel ratio and raising the exhaust gas temperature. In general, in the case of a diesel engine, based on the engine rotational speed Ne and the fuel injection amount Q main or the oxygen concentration O ₂ at the outlet of the LNT 21, EGR enhancement (EGR increase and intake throttle enhancement) or post injection (In order to increase the exhaust air-fuel ratio and raise the exhaust temperature, fuel injection performed in the expansion stroke or exhaust stroke of each cylinder separately from the main injection) can be performed alone or in combination. When the engine output Pe fluctuates due to the enrichment of the air-fuel ratio, the engine rotation speed Ne and the fuel injection amount Qmain necessary to obtain the engine shared output Pe calculated in step S400 and step S1400 in FIG. 16 are corrected. I will respond.

  If the determination in step S931 is No and the regeneration of the LNT 21 is not necessary, the process proceeds to step S932 to determine whether the regeneration of the DPF 22 is necessary. If the determination is No and the regeneration of the DPF 22 is not necessary, the process proceeds to step S940, and the regeneration timing of the LNT 21 is determined. Here, the regeneration timing of the LNT 21 is determined by, for example, determining the NOx absorption amount per unit time of the LNT 21 based on predetermined data stored in the ROM of the control unit 30 in advance using the engine speed Ne and the fuel injection amount Qmain as parameters. Retrieval time of LNT21 is determined by searching, integrating NOx absorption amount at predetermined time intervals synchronized per unit time, and determining whether the integrated NOx absorption amount exceeds the predetermined absorption limit amount of LNT21 Is possible.

  After determining the regeneration timing of the LNT 21 in step S940, the process proceeds to step S950 to determine the regeneration timing of the DPF 22. Here, the regeneration timing of the DPF 22 is determined by collecting particulates of the DPF 22 per unit time based on, for example, predetermined data stored in the ROM of the control unit 30 in advance using the engine rotational speed Ne and the fuel injection amount Qmain as parameters. The amount (deposition amount) is searched, and the particulate collection amount is integrated at a predetermined time interval synchronized per unit time, and it is determined whether the integrated particulate collection amount exceeds the predetermined collection limit amount of the DPF 22. Thus, it is possible to determine the regeneration timing of the DPF 22.

  After determining the regeneration time of the DPF 22 in step S950, the process proceeds to step S960, where normal (lean) combustion control of the engine 1 is performed and a return is made. Here, the lean combustion control of the engine 1 is performed by searching a predetermined map stored in advance in the ROM of the control unit 30 using, for example, the engine rotational speed Ne and the fuel injection amount Qmain as parameters, and target EGR data (EGR valve 5 And the drive signal of the intake throttle valve 7), EGR is corrected based on the cooling water temperature Tw (for example, EGR is reduced when the cooling water temperature is low), and the EGR valve 5 and the intake throttle valve 7 are corrected respectively. Drive control is performed based on the drive signal.

  If the determination in step S932 is Yes and regeneration of the DPF 22 is necessary, the process proceeds to step S933, and it is determined whether the regeneration process of the DPF 22 is completed (for example, a predetermined time has elapsed).

  If the determination in step S933 is No and the regeneration of the DPF 22 has not ended, the process proceeds to step S960, where the lean combustion control of the engine 1 is performed and the process returns. If the determination in step S933 is Yes and the regeneration of the DPF 22 is completed, the process proceeds to step S934 to perform a regeneration end process (for example, regeneration command flag OFF, regeneration time counter reset, regeneration preparation end flag OFF). The process proceeds to S960 and returns.

  FIG. 26 is a flowchart showing a subroutine for the DPF regeneration operation mode determination in step S1300 of FIG.

  In FIG. 26, in step S1310, it is determined whether the regeneration preparation end of the DPF 22 has been determined. If the determination is Yes and the regeneration preparation end of the DPF 22 has been determined, the process proceeds to step S1313.

  On the other hand, if the determination in step S1310 is No and it is not determined that the preparation for regeneration of the DPF 22 has been completed, the process proceeds to step S1311 to determine whether the remaining capacity SOC of the battery 50 exceeds the first predetermined value SOC1. If the determination is No, the regeneration of the DPF 22 can be started, so the process proceeds to step S1312, the regeneration preparation end flag of the DPF 22 is turned ON, and the process proceeds to step S1313. If the determination in step S1311 is Yes, the process proceeds to step S1315, and in order to promote early regeneration of the DPF 22, it is determined as DPF regeneration preparation mode, and the process proceeds to step S1319.

  In step S1313, it is determined whether the remaining capacity SOC of the battery 50 is equal to or less than the first predetermined value SOC1, and if the determination is Yes and the remaining capacity SOC of the battery 50 is equal to or less than the first predetermined value SOC1, step S1316. Then, the DPF regeneration mode 1 is determined, and the process proceeds to step S1319.

  On the other hand, if the determination in step S1313 is No and the remaining capacity SOC of the battery 50> SOC1, the process proceeds to step S1314.

  In step S1314, it is determined whether the remaining capacity SOC of the battery 50 exceeds a second predetermined value SOC2 that is a charging upper limit threshold for preventing overcharging of the battery 50. The determination is No and the remaining capacity SOC of the battery 50 is determined. Is equal to or smaller than the second predetermined value SOC2, the process proceeds to step S1317 to determine DPF regeneration mode 2, and the process proceeds to step S1319. Then, after giving permission to execute normal regenerative power generation in step S1319, the process returns.

  On the other hand, if the determination in step S1314 is Yes and SOC> SOC2, the process proceeds to step S1318, the DPF regeneration mode 3 is determined, the process proceeds to step S1320, a regenerative power generation stop command is given, and the process returns.

  Even if it is determined that the DPF regeneration preparation has been completed once, if the routine is repeated, the remaining capacity SOC of the battery 50 that is equal to or less than the first predetermined value SOC1 by the vehicle driving pattern becomes equal to the first predetermined value SOC1. In this case, the determination in step S1313 is No.

  FIG. 27 is a flowchart showing a subroutine for calculating the shared output between the motor generator and the engine in the DPF regeneration mode performed in step S1400 of FIG.

  In FIG. 27, it is determined in step S1401 whether or not it is a regeneration preparation mode, and if the determination is Yes and the DPF regeneration preparation mode is established, the process proceeds to step S1600, the discharge process before regeneration of the DPF 22 is performed, and the process returns. On the other hand, if determination of step S1401 is No, it will progress to step S1410.

  In step S1410, it is determined whether it is DPF regeneration mode 1. If the determination is Yes and DPF regeneration mode 1, the process proceeds to step S1412. If the determination is no, the process proceeds to step S1411.

  In step S1412, it is determined whether the required driving force Prun is greater than or equal to the maximum output d of the engine 1. If the determination is Yes, the process proceeds to step S1422, and if the determination is No, the process proceeds to step S1413.

  In step S1422, the engine output Pe is set to the maximum output d of the engine 1, and the shared output Pm of the motor generator MG2 is set to the difference (Pm = Prun−d) between the required driving force Prun and the maximum output d of the engine 1. Return.

  In step S1413, the engine output Pe (Pe = Prun + ΔPe) obtained by adding the generated engine output ΔPe to the required driving force Prun is a second output lower limit setting for obtaining a second predetermined temperature Tex2 necessary for the regeneration of the DPF 22. It is determined whether the value is below c. If the determination is Yes, the process proceeds to step S1418, the output of the engine 1 is set to the second output lower limit setting value c (Pe = c), and the process proceeds to step S1419.

  In step S1419, it is determined whether the exhaust temperature (or EHC temperature) Tex is higher than a second predetermined temperature Tex2 necessary for regeneration of the DPF 22, and if the determination is Yes, the process proceeds to step S1421. If the determination is No, the process proceeds to step S1420, and the output Pe of the engine 1 is increased from the second output lower limit setting value c to c ′ (Pe = c ′), and the exhaust gas temperature (or EHC temperature) Tex is used as the DPF 22 Is obtained, and the process proceeds to step S1421.

  On the other hand, if the determination in step S1413 is No and the engine output Pe (Pe = Prun + ΔPe) obtained by adding the generated engine output ΔPe to the required driving force Prun is equal to or greater than the second output lower limit set value c, step S1414 Proceed to

  In step S1414, it is determined whether the value (Pe = Prun + ΔPe) obtained by adding the engine output ΔPe corresponding to the generated power to the required driving force Prun is less than the increased second output lower limit setting value c ′. If so, the process proceeds to step S1415. If the determination is No, the process proceeds to step S1417, the output Pe of the engine 1 is set to a value obtained by adding the engine output ΔPe for power generation to the required driving force Prun (Pe = Prun + ΔPe), and the process proceeds to step S1421.

  In step S1415, the output Pe of the engine 1 is set to a value obtained by adding the generated engine output ΔPe to the required driving force Prun (Pe = Prun + ΔPe), and the process proceeds to step S1416, where the exhaust temperature (or EHC temperature) Tex is DPF22. If the determination is Yes, the process proceeds to step S1421, and if the determination is No, the process proceeds to step S1420.

  As described above, the output ΔPe for power generation may be a fixed value, or may be variable according to the required driving force Prun.

  In step S1421, the surplus output (Pe-Prun) generated between the engine output Pe and the required driving force Prun is applied to the power generation by the motor generator MG1, and the process returns.

  If the determination in step S1410 is No and not DPF regeneration mode 1, the process proceeds to step S1411 to determine whether it is DPF regeneration mode 2. If the determination is no, the process proceeds to step S1500 to determine DPF regeneration mode 3 and driving. Force control pattern change control is performed.

  On the other hand, if the determination in step S1411 is Yes and the DPF regeneration mode is 2, the process proceeds to step S1423 to determine whether the required driving force Prun is greater than or equal to the maximum output d of the engine 1, and if the determination is Yes, the process proceeds to step S1433. If the determination is No, the process proceeds to step S1424.

  In step S1433, the engine output Pe is set to the maximum output d of the engine 1, and the shared output Pm of the motor generator MG2 is set to the difference (Pm = Prun−d) between the requested driving force Prun and the maximum output d of the engine 1. Return.

  In step S1424, it is determined whether the required driving force Prun is lower than the second output lower limit set value c. If the determination is Yes, the process proceeds to step S1429, and the output Pe of the engine 1 is set to the second output lower limit set value. c is set (Pe = c), and the process proceeds to step S1430.

  In step S1430, it is determined whether the exhaust temperature (or EHC temperature) Tex exceeds the second predetermined temperature Tex2 for regenerating the DPF 22. If the determination is Yes, the process proceeds to step S1432. If the determination is No, the process proceeds to step S1431, and the output Pe of the engine 1 is increased from the second output lower limit setting value c to c ′ (Pe = c ′), and the exhaust gas temperature (or EHC temperature) Tex is used as the DPF 22 The process proceeds to step S1432 so as to obtain the second predetermined temperature Tex2 that can be reproduced.

  In step S1432, the surplus output (Pe-Prun) generated between the engine output Pe and the required driving force Prun is applied to the power generation by the motor generator MG1, and the process returns.

  On the other hand, if the determination in step S1424 is No and the required driving force Prun is greater than or equal to the second output lower limit setting value c, the process proceeds to step S1425.

  In step S1425, it is determined whether the required driving force Prun is below the increased second output lower limit set value c '. If the determination is Yes, the process proceeds to step S1426. If the determination is No, the process proceeds to step S1428, the output Pe of the engine 1 is set to the required driving force Prun (Pe = Prun), and the process returns.

  In step S1426, the output Pe of the engine 1 is set to the required driving force Prun (Pe = Prun), the process proceeds to step S1427, and the exhaust temperature (or EHC temperature) Tex is set to the second predetermined temperature Tex2 for regenerating the DPF 22. If the determination is Yes, the process returns. If the determination is No, the process proceeds to step S1431.

  FIG. 28 is a flowchart showing a subroutine for the driving force pattern change control of DPF regeneration mode 3 performed in step S1500 of FIG.

  In FIG. 28, in step S1510, it is determined whether the required driving force Prun is below the second output lower limit set value c. If the determination is Yes, the process proceeds to step S1515, and the output Pe of the engine 1 is set to the second output. The lower limit set value c is set (Pe = c), and the process proceeds to step S1516.

  In step S1516, it is determined whether the exhaust temperature (or EHC temperature) Tex exceeds the second predetermined temperature Tex2 for regenerating the DPF 22. If the determination is Yes, the process proceeds to step S1518. If the determination is No, the process proceeds to step S1517, where the output Pe of the engine 1 is increased from the second output lower limit set value c to c ′ (Pe = c ′), and the exhaust temperature (or EHC temperature) Tex is set as the first. The process proceeds to step S1518 so as to obtain a predetermined temperature Tex2 of 2.

  In step S1518, the surplus output (Pe-Prun) generated between the engine output Pe and the required driving force Prun is applied to the power generation by the motor generator MG1, and the process returns.

  On the other hand, if the determination in step S1510 is No and the required driving force Prun is greater than or equal to the second output lower limit setting value c, the process proceeds to step S1511.

  In step S1511, the required driving force Prun is increased to the second output lower limit set value c by increasing the maximum driving force Pm max as the motor of the motor generator MG2 (output width = ab ′ of FIG. 13 or ab ′ of FIG. 14 → FIG. 13). ce ′ or the value obtained by adding c′-e ″ in FIG. 14 is exceeded. If the determination is No, the process proceeds to step S1519, and the output Pe of the engine 1 is set to the second output lower limit setting value. c (Pe = c), the driving force of the motor generator MG2 is set to the difference between the required driving force Prun and the engine output Pe (= second output lower limit setting value c) (Pm = Prun-c) The process proceeds to S1520.

  In step S1520, it is determined whether the exhaust temperature (or EHC temperature) Tex exceeds the second predetermined temperature Tex2 for regenerating the DPF 22, and if the determination is Yes, the process returns. If the determination is No, In step S1521, the output Pe of the engine 1 is increased from the second output lower limit setting value c to c ′ in order to obtain the second predetermined temperature Tex2 that can regenerate the DPF 22 as the exhaust gas temperature (or EHC temperature) Tex (Pe). = C ′) and the driving force Pm of the motor generator MG2 is set to the difference between the required driving force Prun and the increased engine output Pe (= second output lower limit setting value c ′) (Pm = Prun−c ′). Return.

  On the other hand, if the determination in step S1511 is Yes and the required driving force Prun exceeds the value obtained by adding the increased maximum driving force Pm max of the motor generator MG2 to the second output lower limit setting value c, the process proceeds to step S1512. The output Pe of the engine 1 is set to a value (Pe = c + ΔPe) obtained by adding a deficiency (ΔPe = Prun−Pm max−c) of the required driving force Prun to the second output lower limit setting value c, and the motor generator MG2 is driven. The force Pm is set to the increased maximum driving force Pm max, and the process proceeds to step S1513.

  In step S1513, it is determined whether the exhaust temperature (or EHC temperature) Tex exceeds the second predetermined temperature Tex2 for regenerating the DPF 22, and if the determination is Yes, the process returns. If the determination is No, In step S1514, the output of the engine 1 is increased by c ′ from the second output lower limit set value c (Pe = c ′) in order to obtain the second predetermined temperature Tex2 at which the DPF 22 can be regenerated as the exhaust gas temperature (or EHC temperature) Tex. ) To set a value (Pe = c ′ + ΔPe) obtained by adding a deficiency (ΔPe = Prun−Pm max−c ′) of the required driving force Prun, and increase the driving force Pm of the motor generator MG2 to the increased maximum driving force Pm. Set to max and return.

  FIG. 29 is a flowchart showing a subroutine for the pre-regeneration discharge process control of the DPF regeneration preparation mode performed in step S1600 of FIG.

  29, in step S1610, it is determined whether the required driving force Prun is below the first output lower limit set value b. If the determination is Yes, the process proceeds to step S1615, and the driving force Pm of the motor generator MG2 is output as the required output. Set to Prun (Pm = Prun) and return.

  On the other hand, if the determination in step S1610 is No and the requested output Prun is greater than or equal to the first output lower limit set value b, the process proceeds to step S1611.

  In step S1611, the required output Prun is changed from the first output lower limit set value b to the normal maximum driving force Pm max as the motor of the motor generator MG2 (output width = ab of FIG. 7 or FIG. 8 → b− of FIG. 7). d or a value obtained by adding b′−f) of FIG. 8 is determined. If the determination is No, the process proceeds to step S1616, and the output Pe of the engine 1 is set to the first output lower limit set value b (Pe). Then, the driving force of the motor generator MG2 is set to the difference between the required output Prun and the engine output Pe (= first output lower limit setting value b) (Pm = Prun−b), and the process proceeds to step S1617.

  In step S1617, it is determined whether the exhaust temperature (or EHC temperature) Tex is higher than the first predetermined temperature Tex1 that is the catalyst activation temperature. If Yes, the process returns, but if No, the process proceeds to step S1618. In order to obtain the first predetermined temperature Tex1 as the temperature (or EHC temperature) Tex, the output Pe of the engine 1 is increased from the first output lower limit set value b to b ′ (Pe = b ′), and the motor generator MG2 Is set to the difference between the required output Prun and the increased engine output Pe (= first output lower limit set value b ′) (Pm = Prun−b ′), and the process returns.

  On the other hand, if the determination in step S1611 is Yes and the required output Prun exceeds the value obtained by adding the normal maximum driving force Pm max of the motor generator MG2 to the first output lower limit setting value b, the process proceeds to step S1612, and the engine The output Pe of 1 is set to a value (Pe = b + ΔPe) obtained by adding the deficiency of the required output Prun (ΔPe = Prun−Pm max−b) to the first output lower limit set value b, and the driving force Pm of the motor generator MG2 Is set to the normal maximum driving force Pm max, and the process proceeds to step S1613.

  In step S1613, it is determined whether the exhaust gas temperature (or EHC temperature) Tex exceeds the first predetermined temperature Tex1 that is the catalyst activation temperature. If the determination is Yes, the process returns. Proceeding to S1614, the output Pe of the engine 1 is increased from the first output lower limit set value b to b ′ (Pe = b ′) in order to obtain the first predetermined temperature Tex1 as the exhaust gas temperature (or EHC temperature) Tex. The required output Prun is set to a value (Pe = b ′ + ΔPe) obtained by adding the shortage of the required output Prun (ΔPe = Prun−Pm max−b ′), and the driving force of the motor generator MG2 is set to the normal maximum driving force Pm max. Returns.

  As described above, according to the present embodiment, it is determined that regeneration of the DPF 22 is necessary in the exhaust purification device (DPF 22) of the diesel engine 1 mounted on the parallel hybrid vehicle, and preparation for regeneration of the DPF 22 is necessary. When the determination is made, as a preparation for regeneration, the output sharing of the engine 1 and the motor generator MG2 and the operation mode are selectively changed based on the required driving force Prun of the vehicle, the remaining capacity SOC of the battery 50, and the state of the DPF 22, and the DPF 22 Before starting the reproduction of the battery 50, the remaining charge of the battery 50 is reduced to a predetermined value SOC1 or less. Thereby, a sufficient margin is formed in the free capacity of the battery 50 until the regeneration of the DPF 22 is started, and the regeneration of the DPF 22 can be started early after the request without worrying about overcharging of the battery 50. LNT21 exhaust purification performance can be secured.

  Further, since it is not necessary to increase the capacity of the battery in order to avoid overcharging, the system can be simplified in configuration and the cost can be reduced.

1 is a system configuration diagram showing an embodiment of an exhaust purification control device of the present invention and a hybrid vehicle equipped with the exhaust purification control device. The figure which shows the table | surface showing the relationship between each remaining power control of a battery remaining capacity and glow plug, EHC, and a block heater in the starting time control from an engine stop state The figure which shows the table | surface showing the relationship between the battery remaining capacity at the time of the normal driving | operation which does not require regeneration of DPF, and the preparation of regeneration of DPF, NOx trap catalyst temperature, and an operation mode. The figure which shows the table | surface showing the relationship with the battery remaining capacity at the time of DPF reproduction | regeneration, DPF temperature, and an operation mode. The figure which shows the driving force control characteristic at the time of normal operation when the NOx trap catalyst is higher than the activation temperature The figure which shows the driving force control characteristic at the time of normal operation when a NOx trap catalyst is less than activation temperature The figure which shows the driving force control characteristic for DPF reproduction | regeneration preparation when a NOx trap catalyst is more than activation temperature and battery remaining capacity SOC is SOC> SOC1. The figure which shows the driving force control characteristic for DPF reproduction | regeneration preparation when a NOx trap catalyst is less than activation temperature and battery remaining capacity SOC is SOC> SOC1. The figure which shows the driving force control characteristic at the time of DPF reproduction | regeneration when DPF is more than regeneration temperature and battery remaining capacity SOC is SOC <= SOC1. The figure which shows the driving force control characteristic at the time of DPF regeneration when DPF is less than regeneration temperature, and battery remaining capacity SOC is SOC <= SOC1. The figure which shows the driving force control characteristic at the time of DPF reproduction | regeneration when DPF is more than regeneration temperature and battery remaining capacity SOC is SOC1 <SOC <SOC2. The figure which shows the driving force control characteristic at the time of DPF regeneration when DPF is less than regeneration temperature and battery remaining capacity SOC is SOC1 <SOC <SOC2. The figure which shows the driving force control characteristic at the time of DPF reproduction | regeneration when DPF is more than regeneration temperature and battery remaining capacity SOC is SOC> = SOC2. The figure which shows the driving force control characteristic at the time of DPF regeneration when DPF is less than regeneration temperature, and battery remaining capacity SOC is SOC> = SOC2. Diagram showing the relationship between exhaust temperature and operating range The flowchart which shows the main control routine of the hybrid system shown in FIG. Flowchart showing a required driving force calculation routine of a vehicle Flow chart showing normal operation mode determination routine Flow chart showing shared output calculation routine in normal operation mode Flowchart showing engine start-up control routine Flow chart showing block heater energization control routine Flowchart showing EHC energization control routine Flow chart showing glow plug energization control routine Flowchart showing engine stop time control routine Flowchart showing a control routine during engine operation Flowchart showing an operation mode determination routine during DPF regeneration The flowchart which shows the shared output calculation routine of the operation mode during DPF regeneration The flowchart which shows the driving force control pattern change routine in DPF regeneration Mode3 The flowchart which shows the shared output calculation routine of the battery discharge process before reproduction | regeneration in DPF regeneration preparation mode

Explanation of symbols

1 Diesel engine 3 Exhaust passage 20 Exhaust purification device 21 NOx trap catalyst (EHC)
22 DPF
24 Glow plug 30 Engine control unit 40 Hybrid control unit 50 Battery MG1 Motor generator MG2 Motor generator 70 Block heater

Claims (10)

The vehicle is driven by generating a driving force of the vehicle with an output of at least one of an engine for driving the vehicle and a motor generator for driving and generating the vehicle,
A battery capable of supplying electric power to the motor generator when the vehicle is driven by the motor generator, and charging the electric power generated by the motor generator;
An exhaust purification device that is provided in an exhaust passage of the engine, purifies the gas component in the exhaust gas, collects the particulates, and regenerates the collected particulates by oxidizing and removing;
An exhaust gas purification control apparatus for a hybrid vehicle comprising:
Requested driving force detecting means for detecting the requested driving force of the vehicle;
Remaining charge detection means for detecting the remaining charge of the battery;
Driving necessity determination means for determining whether or not the engine is driven based on the required driving force of the vehicle detected by each of the detecting means and the remaining charge amount of the battery;
Regeneration necessity judgment means for judging whether or not regeneration of the exhaust emission control device is necessary when the engine is started and the engine is started by the operation necessity judgment means;
A regeneration preparation necessity judging means for judging whether or not regeneration preparation is necessary when the regeneration necessity judgment means judges that regeneration of the exhaust purification device is necessary;
A remaining charge control means for reducing the remaining charge of the battery to a predetermined value or less prior to regeneration of the exhaust purification device when it is determined by the regeneration preparation necessity judging means that regeneration preparation of the exhaust purification device is necessary;
An exhaust gas purification control apparatus for a hybrid vehicle comprising: The regeneration preparation necessity determination means includes:
If the remaining charge of the battery detected by the remaining charge detection means is less than or equal to the predetermined value, it is determined that preparation for regeneration of the exhaust purification device is unnecessary,
2. The exhaust gas purification control apparatus for a hybrid vehicle according to claim 1, wherein if the remaining charge amount of the battery exceeds the predetermined value, it is determined that preparation for regeneration of the exhaust gas purification apparatus is necessary. 3. Whether or not the regeneration preparation necessity determination means determines that preparation for regeneration of the exhaust purification device is unnecessary,
Alternatively, after it is determined that regeneration preparation is necessary, when the remaining charge of the battery is reduced to the predetermined value or less by the remaining charge control means,
The exhaust gas purification control device for a hybrid vehicle according to claim 1 or 2, wherein regeneration of the exhaust gas purification device is started.   The hybrid vehicle according to any one of claims 1 to 3, wherein the predetermined value is set for determining whether or not the power generated by the motor generator accompanying the regeneration of the exhaust purification device is acceptable. Exhaust purification control device. Temperature state detecting means for detecting the temperature state of each part of the engine including the exhaust purification device;
Electric heating means for heating each part of the engine including the exhaust purification device by consuming the generated power of the motor generator or the stored power of the battery;
The exhaust gas purification control apparatus for a hybrid vehicle according to any one of claims 1 to 4, characterized in that Based on the required driving force of the vehicle detected by the detecting means, the remaining battery charge, and the temperature state of each part of the engine when the driving necessity determining means determines that the engine needs to be operated. And control means for performing energization control of the electric heating means before and after starting the engine, and driving and power generation control of the engine and motor generator,
When it is determined by the regeneration necessity determination means that regeneration of the exhaust purification device is unnecessary, a first predetermined value is set so that the temperature of the exhaust purification device exceeds a first predetermined temperature for gas component purification. Operate the engine at an output higher than the engine output lower limit value
The regeneration preparation necessity judging means judges that regeneration preparation of the exhaust emission control device is unnecessary, or it is judged that regeneration preparation is necessary, and the remaining charge amount of the battery is lowered below the predetermined value by the remaining charge control means. In this case, the regeneration of the exhaust gas purification device is completed until the regeneration of the exhaust gas purification device is completed so as to keep the temperature of the exhaust gas purification device at or above the second predetermined temperature for removing particulate oxidation higher than the first predetermined temperature. 6. The exhaust gas purification control for a hybrid vehicle according to claim 5, wherein the engine is continuously operated at an output that is higher than an output lower limit value of the first engine and equal to or higher than a predetermined output lower limit value of the second engine. apparatus. The remaining charge control means is
Based on the required driving force of the vehicle detected by each of the detection means, the remaining charge of the battery, and the temperature state of each part of the engine, the regeneration preparation necessity determination means does not require preparation for regeneration of the exhaust purification device. The energization control of the electric heating means, the drive of the engine and the motor generator, and the control of power generation are performed so that the amount of discharge of the battery is increased compared to when it is determined, and the remaining charge of the battery is reduced to the predetermined value or less. The exhaust gas purification control device for a hybrid vehicle according to claim 5 or 6, wherein the exhaust gas purification control device is reduced.   The exhaust gas purification control device for a hybrid vehicle according to any one of claims 5 to 7, wherein the electric heating means includes a glow plug for starting assistance facing a combustion chamber of an engine. It is determined that the engine needs to be operated by the operation necessity determination means, and the engine is started.
When the detected remaining charge of the battery exceeds the predetermined value and the regeneration preparation necessity determining means determines that the preparation for regeneration is necessary,
The remaining charge control means until the remaining charge of the battery is equal to or less than the predetermined value,
In order to maintain at least the temperature of the exhaust gas purification device at a temperature higher than a first predetermined temperature for gas component purification, the means for heating the exhaust gas purification device or the engine body of the electric heating means is heated. The engine heating means for raising the engine temperature is energized and controlled according to the temperature state,
When the required driving force of the vehicle detected by the required driving force detection means is equal to or less than the sum of the predetermined output lower limit value of the first engine and the output upper limit value of the motor generator, the output of the motor generator To satisfy the difference in the required driving force of the vehicle,
The vehicle is driven by increasing the output of the engine when a required driving force of the vehicle is equal to or greater than a total value of the first engine output lower limit value and the motor generator output upper limit value. The exhaust gas purification control apparatus for a hybrid vehicle according to any one of claims 5 to 8. It is determined that the engine needs to be operated by the operation necessity determination means, and the engine is started.
When the remaining charge of the battery detected by the remaining charge detection means is equal to or greater than the predetermined value and the regeneration preparation necessity determination means determines that the preparation for regeneration is necessary,
The said charge remaining amount control means stops the regenerative power generation at the time of vehicle deceleration until the charge remaining amount of a battery becomes below the said predetermined value. An exhaust purification control device for a hybrid vehicle.

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