JP2009035236A - Exhaust gas purification control device for hybrid vehicle - Google Patents

Abstract

An exhaust purification control device for a hybrid vehicle capable of ensuring self-regeneration and exhaust purification performance of an exhaust purification device such as a DPF without degrading battery performance due to overcharging.
A driving necessity determining unit that determines whether or not an engine is required based on a required driving force of a vehicle and a remaining charge of a battery, and a driving necessity determining unit that determines that the engine needs to be operated. When it is determined that regeneration of the exhaust gas purification device is necessary, and when it is determined by the regeneration necessity judgment device that regeneration is necessary, regeneration of the exhaust gas purification device is completed. Until the engine is continuously operated in an output range in which the particulates collected in the exhaust gas purification device can be oxidized and removed, the engine and the motor generator of the required driving force of the vehicle according to the remaining charge of the battery Drive pattern change control means for changing and controlling the output borne by the vehicle.
[Selection] Figure 4

Description

  The present invention relates to an exhaust purification control apparatus for a hybrid vehicle using an engine (particularly a diesel engine) and a motor generator as a drive source, and more particularly, while preventing an overcharge of a battery when a generator is driven by the engine, The present invention relates to a technique for securing the regeneration performance and exhaust purification performance of a DPF that collects contained particulates and oxidizes and removes them.

There exists a thing of patent document 1 as a hybrid vehicle provided with engine DPF. In the one described in Patent Document 1, the engine is continuously operated with an output increased to a driving force (required driving force) required for vehicle travel, and the temperature of the exhaust gas exceeds a temperature at which particulates can be removed by oxidation. By maintaining, the self-regeneration of the DPF is performed, and the difference between the engine output and the required driving force is converted into electric power by the motor generator, and the battery is charged.
Japanese Patent No. 2585179

  In the one described in Patent Document 1, while the self-regeneration of the DPF is stopped, the particulates collected in the DPF are deposited on the DPF without being removed by oxidation. It becomes excessive. If the self-regeneration of the DPF is resumed in a state where the particulate accumulation amount is excessive, there is a concern that the amount of heat generated during oxidative combustion increases and the durability of the DPF decreases.

  Therefore, it is desired to perform DPF self-regeneration before the particulate accumulation amount becomes excessive, but if DPF self-regeneration is performed in a state where there is no room in the battery capacity, the battery will be overcharged.

  The present invention has been made in view of the above-described conventional problems, and can ensure the self-regeneration and exhaust purification performance of an exhaust purification device such as a DPF without degrading the performance of the battery due to overcharging. An object of the present invention is to provide an exhaust purification control device for a hybrid vehicle.

  For this reason, the present invention includes a vehicle driving engine and a motor generator for both vehicle driving and power generation, and generates a driving force of the vehicle with at least one output to drive the vehicle. A battery that can supply electric power to the motor generator during driving and that can be charged with electric power generated by the motor generator, and an exhaust passage of the engine, purifies gas components in the exhaust and collects particulates, An exhaust gas purification control device for regenerating by oxidizing and removing collected particulates, a required drive force detection means for detecting a required drive force of the vehicle, a required drive force detection means for detecting the required drive force of the vehicle, Remaining charge detection means for detecting the remaining charge, the required driving force of the vehicle detected by each of the detection means and the battery Based on the remaining amount of electricity, an operation necessity determination unit that determines whether or not the engine needs to be operated, and when the engine is started when the operation necessity determination unit determines that the engine needs to be operated, the exhaust purification device When it is determined by the regeneration necessity judgment means that the regeneration of the exhaust purification device is necessary, the exhaust purification device is kept until the regeneration of the exhaust purification device is completed. With the engine continuously operating in the output range where the collected particulates can be oxidized and removed, the output of each of the engine and motor generator in the required driving force of the vehicle is changed according to the remaining battery charge Drive pattern change control means for controlling.

  With the above configuration, even when the diesel engine is applied to a hybrid vehicle, the engine and motor out of the required driving force of the vehicle according to the state of the exhaust gas purification device such as DPF, the required driving force of the vehicle, and the remaining charge of the battery. Since the output of each generator is changed and controlled, the battery is not overcharged and the performance is not deteriorated, and the regeneration of the exhaust purification device and the performance of exhaust purification can be ensured.

  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 a diesel engine exhaust gas purification control apparatus according to the present invention, which 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 detecting 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 based on the flowcharts of FIGS.

  FIG. 14 shows a main control routine of the hybrid system of the present embodiment, and FIGS. 15 to 26 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. 14, 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. The signal P _CR , the signal Tex from the temperature sensor 35, and the signal O ₂ from the oxygen concentration sensor 36 are read, and the process proceeds to step S200.

  In step S200, as shown in FIGS. 5 to 12, based on the signal L of the accelerator sensor 41, the driving force Prun (= motor output Pm + engine output Pe) required for vehicle travel according to the amount of depression of the driver's accelerator pedal. In FIG. 15, the required driving force Prun of the vehicle requested by the driver by the accelerator operation is calculated according to the required driving force calculation routine of FIG. 15 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. 16 to be described later on the basis of the required output Prun calculated in step S200, the vehicle speed V, the remaining battery capacity SOC, the catalyst temperature Tex, and the like. 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 diagram illustrating normal operation when the purifier is lower than the first predetermined temperature Tex1 that is the activation temperature. It is a characteristic view of 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. 13, the motor travel mode is a catalyst low activity region A in which the load is low during engine travel and the temperature (exhaust temperature) Tex of the LNT 21 cannot obtain a predetermined temperature Tex1 or higher that is the catalyst activation temperature. Thus, the vehicle 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. 13, engine operation (setting of the load and the rotational 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 predetermined temperature Tex1 is obtained. The best fuel efficiency region C with good thermal efficiency is included. When the temperature Tex of the LNT 21 is equal to or higher than the predetermined temperature Tex1, the engine travels in [2] (bd range) of 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 predetermined temperature Tex1 under the conditions such as the low engine temperature, the engine output lower limit setting value is increased from b → b ′ and [2] ′ ( The range of 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 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 of FIG. In the range), the engine 1 is operated with an output higher than the required driving force Prun, and the motor generator MG1 is driven with the engine output of the difference between the engine output Pe and the required driving force Prun (= Pe−Prun) to generate electric power. To charge.

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. 13, 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 operation mode during DPF regeneration is determined according to the operation mode determination routine during DPF regeneration in FIG. As shown in FIGS. 4 and 7 to 12, the operation mode during DPF regeneration basically has the following three patterns of DPF regeneration modes 1 to 3 (normal power processing, surplus power processing (1) and (2)). I know.
<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. 13, as the temperature of the DPF 22 (the temperature of the exhaust gas flowing into the DPF 22) Tex, a second predetermined temperature Tex2 (Tex2> Tex1) that can regenerate the DPF 22 by oxidizing and removing 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 output Prun is obtained in [2] (range cd) of FIG. As described above, the engine 1 is operated, the difference between the engine output Pe and the requested output Prun is used for power generation, the motor generator MG1 generates power, and the battery 50 is charged.

  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.

7 and 8 [3] (range de) is 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 set value is set to c, and the requested output Prun is below the c point. In this case, the difference between the engine output Pe and the requested output Prun is used for power generation, and the motor generator MG1 generates power to charge the battery 50.

  On the other hand, when the requested output Prun is equal to or greater than c points, the vehicle travels only with the output Pe of the engine 1. That is, as shown in FIG. 9, 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 the same figure. .

  If 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. 9 and 10 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, 11, and 12, the second engine output lower limit setting value is set to c (or c ′) and the requested output Prun is set to c (, as in the DPF regeneration modes 1 and 2. Alternatively, if it falls below c ′), the difference between the engine output Pe and the required output Prun is used for power generation, the motor generator MG1 generates power, and the battery 50 is charged.

  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. 11 and 12, the required output Prun is not less than c (or c ′), the second engine output lower limit set value c (or c ′) and the motor maximum When the output b ′ (output width = ab ′ in FIG. 11 or FIG. 12 → ce ′ in FIG. 11 or c′−e ″ in FIG. 12) is less than the total value e ′ (or e ″) In addition, the difference between the required output Prun and the second engine output lower limit c (or c ′) is traveled by the motor output.

  When the required output 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 ab ′), Up to the maximum output point e, the engine output is increased to satisfy the required output Prun.

  In the operation mode determination routine during DPF regeneration shown in FIG. 17 to be described later, a regenerative power generation stop command is generated when it is determined that DPF regeneration mode 3 is performed. 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 the shared outputs (Pm and Pe) of the motor generator MG2 and the engine 1 in the normal operation mode based on the calculated required output Prun and the determined travel mode. After calculating, the process proceeds to step S500.

  Further, after determining the operation mode during DPF regeneration in step S1300, the process proceeds to step S1400, and sharing of the motor generator MG2 and the engine 1 in the operation mode during DPF regeneration is performed based on the calculated required output 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 it is necessary to operate the engine 1 (engine running mode (Mode 2) in normal operation mode, engine output division mode (Mode 3), motor assist mode (Mode 4), and operation during DPF regeneration Modes Mode 1, 2, 3) proceed 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. 15 is a flowchart showing a subroutine for calculating the required driving force Prun in step S200 of FIG.

  In FIG. 15, it is determined in step S201 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 required 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). 14 is stopped, the power transmission mechanism 52 is disconnected, the engine 1 is stopped), and the process returns to the main control routine of FIG.

  FIG. 16 is a flowchart showing a subroutine for normal operation mode determination in step S300 of FIG.

  In FIG. 16, 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 or not the requested output Prun is greater than 0 (Prun> a (point a in FIGS. 5 and 6)). If the determination is No and the vehicle is stopped at the requested output Prun = 0, FIG. Then, the process proceeds to step S204 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 output Prun> a, the process proceeds to step S311.

  In step S311, it is determined whether the requested output Prun is less than the point d in FIGS. 5 and 6, and 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 output 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. 17 is a flowchart showing a subroutine for determining the operation mode during DPF regeneration in step S1300 of FIG.

  In FIG. 17, in step S1310, it is determined whether the remaining capacity SOC of the battery 50 is equal to or less than the first predetermined value SOC1, and the determination is Yes, and the remaining capacity SOC of the battery 50 is equal to or less than the first predetermined value SOC1. In this case, the process proceeds to step S1370, and the DPF regeneration mode 1 is determined and the process proceeds to step S1380. And after giving permission to perform normal regenerative power generation in Step S1380, it becomes a return.

  On the other hand, if the determination in step S1310 is No and the remaining capacity SOC of the battery 50> SOC1, the process proceeds to step S1320.

  In step S1320, 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 less than or equal to the second predetermined value SOC2, the process proceeds to step S1350, and the DPF regeneration mode 2 is determined and the process proceeds to step S1360. Then, after giving permission to execute normal regenerative power generation in step S1360, the process returns.

  On the other hand, if the determination in step S1320 is Yes and SOC> SOC2, the process proceeds to step S1330, the DPF regeneration mode 3 is determined, the process proceeds to step S1340, a regenerative power generation stop command is given, and the process returns.

  Even if the DPF regeneration operation mode determination is performed once, when 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 S1310 is No.

  FIG. 18 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. 18, 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. 19 is a flowchart showing a subroutine for calculating the shared output between the motor generator and the engine in the DPF regeneration operation mode performed in step S1400 of FIG.

  In FIG. 19, it is determined whether it is DPF regeneration mode 1 in step S1410. If the determination is yes and the DPF regeneration mode is 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 gas temperature (or LNT21 temperature) Tex is higher than a second predetermined temperature Tex2 required 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, where the output Pe of the engine 1 is increased from the second output lower limit setting value c to c ′ (Pe = c ′), and the DPF 22 can be regenerated as the temperature Tex of the LNT 21. The predetermined temperature Tex2 of 2 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 engine output ΔPe for power generation to the required driving force Prun (Pe = Prun + ΔPe), and the process proceeds to step S1416, where the exhaust temperature (or the temperature of the LNT 21) Tex is set. It is determined whether the temperature exceeds the second predetermined temperature Tex2 for regenerating the DPF 22. 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 the temperature of LNT21) Tex exceeds a second predetermined temperature Tex2 for regenerating DPF 22, and if the determination is Yes, the process proceeds to step S1432. If the determination is No, the process proceeds to step S1431, 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 DPF 22 can be regenerated as the temperature Tex of the LNT 21. The process proceeds to step S1432 so as to obtain a predetermined temperature Tex2 of 2.

  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 gas temperature (or the temperature of the LNT21) Tex is a 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. 20 is a flowchart showing a subroutine for the driving force control pattern change control of the DPF regeneration mode 3 performed in step S1500 of FIG.

  In FIG. 20, 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 the temperature of the LNT 21) 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 setting value c to c ′ (Pe = c ′), and the second predetermined temperature is set as the temperature Tex of the LNT 21. The process proceeds to step S1518 so as to obtain Tex2.

  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 changed to the second output lower limit setting value c by the normal maximum driving force Pm max of the motor generator MG2 (output width = ab ′ in FIG. 11 or FIG. 12 → ce in FIG. 11). If the determination is No, the process proceeds to step S1519, where the output Pe of the engine 1 is set to the second output lower limit set 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), and the process proceeds to step S1520. .

  In step S1520, it is determined whether the exhaust temperature (or the temperature of the LNT 21) Tex is higher than the second predetermined temperature Tex2 for regenerating the DPF 22, and if the determination is Yes, the process returns, but if the determination is No. In step S1521, the output Pe of the engine 1 is increased from the second output lower limit set value c to c ′ in order to obtain the second predetermined temperature Tex2 that can regenerate the DPF 22 as the temperature Tex of the LNT 21 (Pe = c ′). Then, the driving force 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 ′), and the process returns. .

  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 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, and the engine The output Pe of 1 is set to a value (Pe = c + ΔPe) obtained by adding the deficiency (ΔPe = Prun−Pm max−c) of the required driving force Prun to the second output lower limit setting value c, and the driving force of the motor generator MG2 Is set to the normal maximum driving force Pm max, and the process proceeds to step S1513.

  In step S1513, it is determined whether the exhaust temperature (or the temperature of the LNT 21) Tex exceeds the second predetermined temperature Tex2 for regenerating the DPF 22, and if the determination is Yes, a return is made, but if the determination is No. In step S1514, the output of the engine 1 is increased from the second output lower limit set value c to c ′ (Pe = c ′) in order to obtain the second predetermined temperature Tex2 that can regenerate the DPF 22 as the temperature Tex of the LNT 21. Then, the required driving force Prun is set to a value (Pe = c ′ + ΔPe) obtained by adding the shortage of the required driving force Prun (ΔPe = Prun−Pm max−c ′), and the driving force of the motor generator MG2 is set to the maximum driving force Pm max. Return.

  FIG. 21 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 based on the exhaust temperature or the temperature Tex of the LNT 21 and the target value is changed as described above depending on whether or not the DPF 22 needs to be regenerated). 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 If the determination is No, the process returns.

  When either the EHC or the glow plug 24 reaches a predetermined heating stage, the one is energized so as to hold 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. 22 is a flowchart showing a subroutine for block heater energization control in step S720 of FIG.

  In FIG. 22, 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. 23 is a flowchart showing a subroutine for EHC energization control in step S730 of FIG.

  In FIG. 23, it is determined in step S731 whether the DPF 22 is being regenerated. 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. 24 is a flowchart showing a subroutine for glow plug energization control in step S740 of FIG.

  In FIG. 24, it is determined in step S741 whether the temperature of the glow plug 24 (which can be obtained by the current of the glow plug 24, for example) Tglow is higher than 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. 25 is a flowchart showing a subroutine for engine stop time control in step S800 of FIG.

  In FIG. 25, in step S810, the pressure control valve 13 and the fuel injection valve 15 of the supply pump 11 are turned off to stop the fuel supply, the EGR valve 5 and the intake throttle valve 7 are closed, and the 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. 26 is a flowchart showing a subroutine for engine output control in step S900 of FIG. 14 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. 26, 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 is SOC> 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. 23 is performed in order to activate the catalyst early, 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 and the reference control signal Duty 0 of the pressure control valve 13 for obtaining the target reference pressure P _CR 0 are obtained, and based on the difference between the target reference pressure P _CR 0 and the actual common rail 14 pressure P _CR. 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 is performed by searching a predetermined map stored in advance in the ROM of the engine control unit 30 using, for example, the fuel injection amount Q main and the pressure P _{CR of the} common rail 14 as parameters. The period Mperiod is obtained. The fuel injection period M period is shorter as the pressure P _{CR of the} common rail 14 is higher if the fuel injection amount Qmain is the same, and is longer as the fuel injection amount Qmain is larger if the pressure P _{CR of the} common rail 14 is the 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 the fuel injection control in step S930, the process proceeds to step S931, and it is determined whether the LNT 21 is being regenerated. If the determination is Yes, the process proceeds to step S970, the regeneration combustion control of the LNT 21 is executed, the process proceeds to step S936, and it is determined whether the regeneration process of the LNT 21 is completed (for example, a predetermined time has elapsed). If the determination is Yes, the process proceeds to step S937 to perform a reproduction end process (for example, reproduction flag OFF, reproduction time counter reset) and return.

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 rotational 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. 14 are corrected. I will respond.

  If the determination in step S931 is No and the LNT 21 is not being reproduced, the process proceeds to step S932 to determine whether the DPF 22 is being reproduced. If the determination is No and the DPF 22 is not being reproduced, 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 the regeneration timing of the DPF 22 is determined in step S950, the process proceeds to step S960 to perform normal lean combustion control of the engine 1 and return. 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 the DPF 22 is being regenerated, the process proceeds to step S934, and it is determined whether the regeneration process of the DPF 22 has been completed (for example, a predetermined time has elapsed).

  If the determination in step S934 is No and the regeneration of the DPF 22 has not ended, the process proceeds to step S960 to perform lean combustion control of the engine 1 and return. If the determination in step S934 is Yes and the regeneration of the DPF 22 is completed, the process proceeds to step S935 to perform a regeneration end process (for example, regeneration flag OFF, regeneration time counter reset), and the process proceeds to step S960 and returns. .

  As described above, according to the present embodiment, in the hybrid vehicle using the engine (particularly the diesel engine) 1, the temperature Tex of the LNT 21 has a predetermined temperature when the engine 1 needs to share the required driving force of the vehicle. When the temperature is lower, the operating point of the engine 1 is set by increasing the output of the engine 1 so that the temperature Tex becomes equal to or higher than the predetermined temperature.

  When the DPF 22 is regenerated, the engine 1 is continuously operated until the end of the regeneration, and the difference between the output of the engine 1 and the required driving force of the vehicle is converted into electric power by the motor generator MG1 and the battery 50 is charged. Here, based on the remaining capacity SOC of the battery 50, the output sharing between the engine 1 and the motor generator MG2 and the operation mode are selectively changed, so that the remaining capacity SOC of the battery 50 can be maintained and managed at an appropriate level. Overcharge can be avoided.

  Thereby, 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 suppressed.

  Further, by maintaining the remaining capacity SOC of battery 50 at an appropriate level, overdischarge of battery 50 due to driving of motor generator MG2 can also be suppressed.

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, NOx trap catalyst temperature, and the 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 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 Flowchart showing an operation mode determination routine during DPF regeneration Flow chart showing shared output calculation routine in normal operation mode The flowchart which shows the shared output calculation routine of the operation mode during DPF regeneration Flow showing driving force control pattern change routine in DPF regeneration mode 3 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

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 (19)

A vehicle-driving engine; and a vehicle-driving and power-generating motor generator; generating a driving force of the vehicle with at least one output;
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 operation necessity judgment means judges that the engine needs to be operated and the engine is started;
When it is determined by the regeneration necessity judging means that regeneration of the exhaust purification device is necessary, until the regeneration of the exhaust purification device is completed, the engine in an output range in which particulates collected by the exhaust purification device can be removed by oxidation Driving pattern change control means for changing and controlling the output of each of the engine and the motor generator out of the required driving force of the vehicle in accordance with the remaining charge of the battery,
An exhaust purification control device for a hybrid vehicle, characterized in that When the regeneration necessity judging means judges that regeneration of the exhaust purification device is necessary,
Until regeneration of the exhaust purification device is completed so that the temperature of the exhaust purification device is maintained at a temperature higher than the second predetermined temperature for particulate oxidation removal higher than the first predetermined temperature for gas component purification, 2. The hybrid according to claim 1, wherein the engine is continuously operated at an output equal to or higher than an output lower limit value of the second engine higher than an output lower limit value of the first engine set for gas component purification. Vehicle exhaust purification control device. When the regeneration necessity determination means determines that regeneration of the exhaust purification device is necessary, and the remaining charge of the battery is equal to or lower than the lower limit value for stable power supply that is lower than the upper limit value for preventing overcharge,
When the required driving force of the vehicle is lower than the upper limit value of the engine output and is equal to or higher than the lower limit value of the output of the second engine, an output exceeding the required driving force of the vehicle is generated in the engine. The difference from the driving force is used for power generation by the motor generator,
3. The exhaust gas purification control apparatus for a hybrid vehicle according to claim 2, wherein when the required driving force of the vehicle is equal to or greater than an engine output upper limit value, the vehicle is driven by the outputs of the engine and the motor generator. The regeneration necessity judging means judges that regeneration of the exhaust purification device is unnecessary, and the remaining charge amount of the battery is lower than the lower limit value for stable power supply where the remaining charge amount of the battery is lower than the upper limit value for preventing overcharge. If
When the required driving force of the vehicle exceeds the output lower limit value of the first engine set for gas component purification or the output upper limit value of the motor generator and falls below the predetermined output upper limit value of the engine, the vehicle request The engine generates an output that exceeds the driving force, and the difference between the engine output and the required driving force of the vehicle is used for power generation by the motor generator.
The hybrid according to any one of claims 1 to 3, wherein the vehicle is driven by the outputs of the engine and the motor generator when the required driving force of the vehicle is equal to or higher than an output upper limit value of the engine. Vehicle 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   When it is determined that the operation of the engine is necessary by the operation necessity determination means, the engine is based on the required driving force of the vehicle, the remaining charge of the battery, and the temperature state of each part of the engine including the exhaust purification device. 6. The exhaust gas purification control apparatus for a hybrid vehicle according to claim 5, further comprising control means for performing energization control of the electric heating means before and after starting and control of driving and power generation of the engine and motor generator.   The operation necessity determination means is configured such that the remaining charge of the battery is equal to or lower than a lower limit value for stable power supply that is lower than an upper limit value for preventing overcharge, or the required driving force of the vehicle is an output of the motor generator. The exhaust gas purification control apparatus for a hybrid vehicle according to claim 6, wherein when the upper limit value or the engine output lower limit value is exceeded, it is determined that the operation of the engine is necessary.   8. The exhaust gas purification control apparatus for a hybrid vehicle according to claim 7, wherein the electric heating means includes a glow plug for starting assistance facing a combustion chamber of the engine. When the operation necessity determination means determines that the engine needs to be operated and the remaining charge of the battery is equal to or lower than the lower limit value,
Regardless of the required driving force of the vehicle and the determination of whether or not the regeneration is necessary, before starting the engine, energization of the electric heating means to the engine heating means for heating the engine body and the means for heating the exhaust purification device The exhaust gas purification control device for a hybrid vehicle according to claim 8, wherein the power supply is controlled according to a temperature state. When the driving necessity determining means determines that the engine needs to be operated and the required driving force of the vehicle exceeds the output upper limit value of the motor generator or the output lower limit value of the engine, the remaining charge of the battery is the lower limit value. Above and below the upper limit,
Before starting the engine, among the electric heating means, stop energization to the engine heating means for heating the engine body, and control the energization of the glow plug according to the temperature state,
When the regeneration necessity determination means determines that the regeneration of the exhaust purification device is unnecessary, the electric purification device is configured so that the temperature of the exhaust purification device exceeds the first predetermined temperature for gas component purification before starting the engine. Of the heating means, the means for heating the exhaust purification device is energized and controlled according to the temperature state,
When the regeneration necessity judging means judges that the exhaust purification device needs to be regenerated, before the engine is started, the temperature of the exhaust purification device is higher than the first predetermined temperature for removing particulate oxidation. The exhaust gas purification control apparatus for a hybrid vehicle according to claim 8 or 9, wherein energization control is performed on the means for heating the exhaust gas purification apparatus in accordance with a temperature state so as to exceed a predetermined temperature. When either one of the glow plug or the means for heating the exhaust purification device reaches a predetermined heating stage,
11. The hybrid vehicle exhaust purification control apparatus according to claim 10, wherein energization control is performed on the one side so that the heating stage is maintained until the other reaches a predetermined heating stage. When the driving necessity determining means determines that the engine needs to be operated, and the required driving force of the vehicle exceeds the output upper limit value of the motor generator or the output lower limit value of the engine,
When the remaining charge of the battery is greater than or equal to the upper limit value,
Before starting the engine, all of the electric heating means, the glow plug, the means for heating the exhaust emission control device, and the engine heating means for heating the engine body are controlled to be energized according to the temperature state. The exhaust gas purification control apparatus for a hybrid vehicle according to any one of claims 8 to 11. When the regeneration necessity judging means judges that regeneration of the exhaust purification device is necessary,
When the engine is operated at the predetermined output lower limit value of the second engine and the temperature of the exhaust purification device is lower than the second predetermined temperature for particulate oxidation removal,
Of the electric heating means, at least energizing the means for heating the exhaust purification device,
The engine operating point is changed and set so that the output lower limit value of the second engine is increased and the temperature of the exhaust purification device becomes equal to or higher than a second predetermined temperature. The exhaust gas purification control device for a hybrid vehicle according to any one of the above. When the regeneration necessity determination means determines that regeneration of the exhaust purification device is necessary, and the remaining charge of the battery exceeds a lower limit value for stable power supply and falls below an upper limit value for overcharge prevention,
Among the electric heating means, at least the engine heating means for heating the engine body is energized and controlled according to the temperature state,
When the required driving force of the vehicle is equal to or higher than the output lower limit value of the second engine and lower than the output upper limit value of the engine, the vehicle is driven by at least the output of the engine,
When the required driving force of the vehicle is equal to or higher than the engine output upper limit value, the vehicle is driven by the output of the engine and the motor generator,
When the required driving force of the vehicle is below the output lower limit value of the second engine, the engine output is set to the output lower limit value of the second engine, and the engine output and the required driving force of the vehicle The exhaust gas purification control apparatus for a hybrid vehicle according to any one of claims 5 to 13, wherein the difference is used for power generation by a motor generator. When the regeneration necessity determination means determines that regeneration of the exhaust purification device is necessary and the remaining charge of the battery is equal to or greater than an upper limit value for preventing overcharge,
Among the electric heating means, at least the engine heating means for heating the engine body is energized and controlled according to the temperature state,
Increase the output limit value of the predetermined motor generator,
When the required driving force of the vehicle is below the output lower limit value of the second engine, the engine output is set to the output lower limit value of the second engine, and the engine output and the required driving force of the vehicle Use the difference for power generation by the motor generator,
When the required driving force of the vehicle is equal to or higher than the output lower limit value of the second engine and equal to or lower than the total value of the output lower limit value of the second engine and the increased output upper limit value of the motor generator, the engine Is set to the output lower limit value of the second engine, the difference between the required driving force of the vehicle and the output of the engine is satisfied by the output of the motor generator,
When the required driving force of the vehicle exceeds the sum of the output lower limit value of the second engine and the increased output upper limit value of the motor generator, the output of the motor generator is set to the output upper limit value of the motor generator, 15. The engine output is increased more than an output lower limit value of the second engine, and the required driving force of the vehicle is satisfied by the outputs of the engine and the motor generator. 2. An exhaust purification control device for a hybrid vehicle according to 1. When the regeneration necessity judging means judges that regeneration of the exhaust purification device is unnecessary and the engine is operated with the first engine output lower limit set for gas component purification, the temperature of the exhaust purification device becomes the gas When below the first predetermined temperature for component purification,
Of the electric heating means, at least energizing the means for heating the exhaust purification device,
6. The engine operating point is changed and set so that the output lower limit value of the first engine is increased and the temperature of the exhaust gas purification device becomes equal to or higher than a first predetermined temperature. Item 16. The exhaust gas purification control device for a hybrid vehicle according to any one of items 15 to 15. When the output lower limit value of the first engine is increased and the remaining charge amount of the battery exceeds the lower limit value for stable power supply and falls below the upper limit value for overcharge prevention,
The engine heating means for heating the engine body among the electric heating means is energized and controlled according to the temperature state,
When the required driving force of the vehicle exceeds the increased output lower limit value of the first engine and falls below a predetermined engine output upper limit value, the vehicle is driven by at least the output of the engine,
If the required driving force of the vehicle is greater than or equal to the engine output upper limit, the vehicle is driven by the output of the engine and motor generator,
If the required driving force of the vehicle is equal to or less than the increased output lower limit value of the first engine and exceeds a predetermined output lower limit value of the first engine or output upper limit value of the motor generator, the engine output 17 is set to the increased output lower limit value of the first engine, and the difference between the engine output and the required driving force of the vehicle is used for power generation by the motor generator. Exhaust purification control device. When the output lower limit value of the first engine is increased and the remaining charge of the battery is equal to or higher than the upper limit value for preventing overcharge,
The engine heating means for heating the engine body among the electric heating means is energized and controlled according to the temperature state,
When the required driving force of the vehicle exceeds the increased output lower limit value of the first engine and falls below a predetermined engine output upper limit value, the vehicle is driven by at least the output of the engine,
If the required driving force of the vehicle is greater than or equal to the engine output upper limit, the vehicle is driven by the output of the engine and motor generator,
When the required driving force of the vehicle is equal to or less than the increased output lower limit value of the first engine, the output upper limit value of the motor generator is increased and changed, and the vehicle is driven by the output of the motor generator. Item 18. An exhaust purification control device for a hybrid vehicle according to Item 16 or Item 17.   When the remaining charge of the battery is equal to or greater than the upper limit value for preventing overcharge, the regenerative power generation at the time of deceleration of the vehicle is stopped regardless of whether or not the exhaust purification device needs to be regenerated by the regeneration necessity determining means. The exhaust gas purification control apparatus for a hybrid vehicle according to any one of claims 1 to 18.

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