JP2017186007A - Control device for hybrid vehicle - Google Patents

Abstract

To efficiently use regenerative power in a hybrid vehicle. A control device (100, 20) for a hybrid vehicle includes an internal combustion engine (200), a motor (MG) capable of generating power, a power storage means (30) for storing electric power generated by the motor, and power generation by the motor. The hybrid vehicle (1) including the power consuming means (250, 425, 425) for consuming the generated power is controlled. The hybrid vehicle control device determines whether the hybrid vehicle is in a non-stoppable state in which the operation of the internal combustion engine cannot be stopped, and when it is determined that the hybrid vehicle is in a non-stoppable state, Power supply control means (20) for controlling the power generated at the time of deceleration of the hybrid vehicle to at least partially supply the power consumption means. [Selection] Figure 3

Description

  The present invention relates to a technical field of a hybrid vehicle control device that controls a hybrid vehicle including, for example, an internal combustion engine and an electric motor as a power source.

  In a hybrid vehicle, the electric motor can function as a generator during braking, and regenerative power can be obtained. Such regenerative power is normally consumed as needed after being stored in a battery or the like, but may be consumed immediately after power generation. For example, Patent Document 1 discloses a technique of supplying regenerative power to a heat pump when battery charging is limited.

  On the other hand, Patent Document 2 discloses a technique in which a part of regenerative electric power is stored in a regenerator and used for increasing the battery temperature. Patent Document 3 discloses a technique of supplying electric power generated by an alternator to an electric heater for warming up the engine.

JP 2007-284011 A JP 2010-167777 A International Publication No. 2010/095212

  By the way, in the electric motor connected to the output shaft of the engine, regenerative electric power can be obtained using the output of the engine. In this case, the regenerative power obtained by the electric motor and the charge amount of the battery depend on the operating state of the engine. For example, in a situation where the hybrid vehicle travels with the engine stopped, regeneration using the engine output is not performed, so the regenerative power is relatively small and the battery charge is likely to decrease. On the other hand, in a state where the engine continues to operate as when the catalyst is warmed up or when heating is requested, regenerative power increases due to regeneration using the engine output, and the amount of charge of the battery tends to increase.

  Here, in the technique described in Patent Document 1 described above, regenerative power supply control is performed based only on the state of the battery. In other words, regenerative power supply control is performed without considering the operating state of the engine. For this reason, the change tendency of the battery charge amount due to the engine output as described above cannot be predicted, and as a result, there is a risk of unexpectedly insufficient charge amount of the battery or excess charge amount.

  Examples of problems to be solved by the present invention include the above. An object of the present invention is to provide a control device for a hybrid vehicle that enables efficient use of regenerative power.

<1>
A control apparatus for a first hybrid vehicle of the present invention includes an internal combustion engine, an electric motor capable of generating electric power, an electric storage unit that stores electric power generated by the electric motor, and an electric power consumption unit that consumes electric power generated by the electric motor. A control device for controlling the hybrid vehicle provided, wherein the hybrid vehicle is determined to be in a non-stoppable state where the operation of the internal combustion engine cannot be stopped, and is determined to be in the non-stoppable state. A power supply control means for controlling the electric power generated at the time of deceleration of the hybrid vehicle in the electric motor to at least partially supply the electric power consumption means; Prioritizing consumption over power storage in the means and power storage in the power storage means over power consumption by the power consumption means Switching means capable of mutually switching between the storage priority states to be forwarded, and the power supply control means selects either the storage amount of the storage means and the consumption priority state or the storage priority state by the switching means The power supply amount to the power consuming means is determined based on whether or not the power is consumed.

  The hybrid vehicle according to the present invention has various modes regardless of fuel type, fuel supply mode, fuel combustion mode, intake / exhaust system configuration, cylinder arrangement, and the like as power elements capable of supplying power to the drive shaft. A vehicle including at least an internal combustion engine that can be employed and an electric motor that can be configured as a motor generator such as a motor generator. The electric motor is configured to be capable of generating electric power (that is, capable of regenerating), and electric power generated by the electric motor (hereinafter referred to as “regenerative electric power” as appropriate) can be stored in an electric storage means such as a battery. The regenerative power is consumed by power consuming means such as a warm-up of the internal combustion engine, a catalyst warm-up, or a heater for heating the passenger compartment.

  The hybrid vehicle control device according to the present invention is a control device that controls such a hybrid vehicle, and includes, for example, one or a plurality of CPUs (Central Processing Units), MPUs (Micro Processing Units), various processors, or various controllers. Alternatively, various processing units such as a single or plural ECUs (Electronic Controlled Units), which may appropriately include various storage means such as ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory Various computer systems such as various controllers or microcomputer devices can be used.

  During the operation of the hybrid vehicle control device according to the present invention, it is first determined by the determining means whether or not the hybrid vehicle is in a stop impossible state where the operation of the internal combustion engine cannot be stopped. In addition, the “non-stoppable state” here does not mean a state in which the internal combustion engine cannot be stopped due to a failure or the like, for example, when the internal combustion engine or the catalyst is warmed up or when a heating is requested, This means that the operation of the internal combustion engine must be continued because inconvenience may occur if the internal combustion engine is stopped.

  When it is determined that the hybrid vehicle is in an unstoppable state, the power supply control means executes control for supplying at least partially the power generated when the hybrid vehicle is decelerated in the electric motor to the power consumption means. . For example, the regenerative electric power obtained by the regenerative brake that can generate power using the deceleration energy of the hybrid vehicle is controlled to supply at least partially to the electric power consuming means without storing all of the electric power in the electric storage means. The Hereinafter, this control is appropriately referred to as “power consumption control”.

  According to the power consumption control described above, the amount of power stored in the power storage means is reduced by the amount consumed by the power consumption means, so that an increase in the amount of power stored in the power storage means is suppressed. This power consumption control is executed particularly when the internal combustion engine is in a state where it cannot be stopped. That is, an increase in the amount of electricity stored in the electricity storage means is suppressed in a state where the amount of electricity stored in the electricity storage means tends to increase due to regeneration using the output of the internal combustion engine. For this reason, it can prevent that the electrical storage amount of an electrical storage means exceeds allowable amount (or limit amount).

  Here, if the amount of power stored in the power storage means exceeds the allowable amount, a situation occurs in which power that cannot be stored must be consumed wastefully. Or the situation where the regeneration by an electric motor must be stopped temporarily generate | occur | produces. In such a case, since the regenerative power cannot be used efficiently, the fuel efficiency of the hybrid vehicle is deteriorated as a result. In addition, since the regenerative brake cannot be used sufficiently, for example, the load on the hydraulic brake is increased, and the brake performance may be deteriorated due to brake fade or the like.

  However, in the present invention, when the internal combustion engine is in a non-stoppable state, an increase in the amount of power stored in the power storage means is suppressed by the power consumption control. Further, the electric power that is not stored in the power storage means is immediately consumed by the power consumption means. Thus, the regenerative power can be used efficiently without being wasted. In addition, inconveniences that occur because regeneration cannot be performed can be suitably avoided.

<2>
In another aspect of the hybrid vehicle control device of the present invention, the power supply control means determines the amount of power supplied to the power consumption means based on the amount of power stored in the power storage means.

  According to this aspect, at the time of power consumption control, power is supplied according to the amount of power stored in the power storage means. For example, the power supply control means increases the power supply amount supplied to the power consumption means as the power storage amount of the power storage means increases. More specifically, in a state where the amount of power stored in the power storage means is close to the allowable amount, a relatively large amount of power is supplied to the power consuming means in order to suppress an increase in the amount of power storage. On the other hand, in a state where there is a large margin in the amount of electricity stored in the electricity storage means, there is little need to suppress the increase in the amount of electricity stored in the electricity storage means. The power stored in the means is relatively increased).

  According to the configuration described above, power distribution during power consumption control (that is, determination of the ratio between stored power and consumed power) can be performed easily and accurately.

<3>
A control device for a second hybrid vehicle of the present invention includes an internal combustion engine, an electric motor capable of generating electric power, power storage means for storing electric power generated by the electric motor, and electric power consumption means for consuming electric power generated by the electric motor. A control device for controlling the hybrid vehicle provided, wherein the hybrid vehicle is determined to be in a non-stoppable state where the operation of the internal combustion engine cannot be stopped, and is determined to be in the non-stoppable state. The power supply control means for controlling the electric power generated at the time of deceleration of the hybrid vehicle in the electric motor so as to at least partially supply the electric power consumption means. A power supply amount to the power consuming means is determined based on a storage amount of the means and a brake pedal depression amount of the hybrid vehicle.

  According to the control device for a second hybrid vehicle of the present invention, the power consumption is based on the brake pedal depression amount of the hybrid vehicle (in other words, the braking force required for the hybrid vehicle) in addition to the storage amount of the storage means. Power distribution during control is determined. In this way, it is possible to determine the power consumption to the power consuming means in consideration of the regenerative power obtained by the regenerative braking in addition to the state of the power storage means. Therefore, power distribution during power consumption control can be made more appropriate.

<4>
According to the third hybrid vehicle control device of the present invention, an internal combustion engine, an electric motor capable of generating electric power, an electric storage means for storing electric power generated by the electric motor, and an electric power consumption means for consuming electric power generated by the electric motor. A control device for controlling a hybrid vehicle comprising: determination means for determining whether or not the hybrid vehicle is in a non-stoppable state in which operation of the internal combustion engine cannot be stopped; and the non-stoppable state. A power supply control means for controlling the electric power to be supplied at least partially to the power consuming means in the electric motor when the hybrid vehicle is decelerated in the electric motor; It is determined whether or not the engine is in a specific state where the internal combustion engine is stopped with the power remaining capacity being smaller than a predetermined value and the vehicle is running with the power of the electric motor. A second determination unit, wherein the power supply control unit determines a power supply amount to the power consumption unit based on a storage amount of the storage unit and whether or not the hybrid vehicle is in the specific state. To do.

  According to the above-described configuration, how much margin the power storage means has (that is, how much regenerative power can be generated) and the braking force required for the hybrid vehicle (that is, how much braking force is required) The regenerative braking amount can be determined in consideration of whether or not Therefore, the load of other brakes can be effectively reduced while appropriately suppressing the increase in the storage rate of the storage means.

<5>
In another aspect of the control apparatus for a hybrid vehicle of the present invention, the determination means executes control for suppressing deterioration of the catalyst during a catalyst warm-up period for warming up the catalyst provided in the exhaust passage of the hybrid vehicle. At least one of a catalyst deterioration suppression period, a catalyst regeneration period for regenerating the function of the catalyst, and a heating request period for heating the vehicle interior heating heater of the hybrid vehicle is determined as the stop impossible state.

  According to this aspect, at least one of the catalyst warm-up period, the catalyst deterioration suppression period, the catalyst regeneration period, and the heating request period is determined as a non-stoppable state. Here, the “catalyst warm-up period” means that the catalyst is predetermined in order to sufficiently perform the function of the catalyst provided in the exhaust passage of the hybrid vehicle (for example, a three-way catalyst for removing NOx and the like in the exhaust). This is a period during which the catalyst warm-up control for warming up to the temperature is performed. In the catalyst warm-up control, for example, the ignition timing of the internal combustion engine is retarded and a high temperature exhaust gas is caused to flow through the catalyst so that the temperature of the catalyst is raised. Therefore, the internal combustion engine is required to operate continuously. The “catalyst deterioration suppression period” is a period for performing catalyst deterioration suppression control for suppressing deterioration of the catalyst function. For example, in order to suppress an excessive oxygen state (that is, to realize a lean atmosphere), a fuel is used. It is required to continuously operate the internal combustion engine in a state where cutting is prohibited. The “catalyst regeneration period” is a period in which catalyst regeneration control is performed to regenerate the reduced function of the catalyst. In the catalyst regeneration control, for example, the catalyst is heated to a high temperature of about 600 degrees by a combination of fuel injection by a fuel addition valve provided in post injection or an exhaust system, and particulate matter (PM) collected by the catalyst is combusted. . Therefore, the internal combustion engine is required to operate continuously. Further, the “heating request period” is a period in which it is required to heat the passenger compartment heater of the hybrid vehicle, and the internal combustion engine is similarly required to be continuously operated.

  As described above, in the catalyst warm-up period, the catalyst deterioration suppression period, the catalyst regeneration period, and the heating request period, it is required to continuously operate the internal combustion engine (in other words, inconvenience if the internal combustion engine is stopped). Can occur). Therefore, if it is possible to determine such a period as a non-stoppable state, the timing for executing the power consumption control can be determined more easily and accurately.

  In the catalyst deterioration suppression period, it is considered that the engine brake is not effective by prohibiting the fuel cut, and as a result, the regenerative brake load increases. Particularly in such a case, the effect of suppressing the increase in the amount of electricity stored in the electricity storage means by immediately consuming the regenerative power (in other words, increasing the amount of regenerative braking that can be used) is remarkably exhibited.

<6>
As described above, in an aspect in which the catalyst warm-up period, the catalyst deterioration suppression period, the catalyst regeneration period, and the heating request period are determined as being incapable of being stopped, the power consuming means is a cooling water heater that heats the cooling water of the internal combustion engine Alternatively, the heater for heating the passenger compartment, wherein the power supply means controls to supply power to the cooling water heater during the catalyst warm-up period, and to the heater for the passenger compartment during the heating request period. Control to supply power.

  In this case, during the catalyst warm-up period, regenerative power is supplied to a cooling water heater that heats the cooling water of the internal combustion engine. That is, the regenerative electric power obtained during the catalyst warm-up period is supplied to a cooling water heater used for warming up the internal combustion engine that can be performed together with the catalyst warm-up, for example. Note that the power supply control in this case is not a control for supplying power only to the cooling water heater, but relatively increases the power supplied to the cooling water heater as compared with other power consumption means. It may be a simple control.

  On the other hand, during the heating request period, regenerative power is supplied to the vehicle compartment heater. That is, the regenerative power obtained in the heating request period is supplied to the vehicle compartment heater used in the heating request period. Note that the power supply control in this case is not a control that supplies power only to the vehicle compartment heating heater, but the power supplied to the vehicle compartment heating heater is relatively less than other power consumption means. The control may be increased.

  According to the control described above, the regenerative electric power obtained in the stop impossible state can be efficiently consumed at a portion required at that time.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

1 is a schematic configuration diagram illustrating a configuration of a hybrid vehicle according to a first embodiment. It is a schematic block diagram which shows the structure of the cooling water circulation system of the hybrid vehicle which concerns on 1st Embodiment. It is a block diagram which shows the structure of the regenerative electric power supply system of the hybrid vehicle which concerns on 1st Embodiment. It is a time chart which shows the change of the various parameters at the time of the cold start in a hybrid vehicle. It is a time chart which shows the change of the various parameters at the time of the normal start in a hybrid vehicle. It is a flowchart which shows operation | movement of the control apparatus of the hybrid vehicle which concerns on 1st Embodiment. It is a map which shows the relationship between battery SOC which concerns on 1st Embodiment, and a heater energization current ratio. It is a flowchart which shows operation | movement of the control apparatus of the hybrid vehicle which concerns on 2nd Embodiment. It is a map which shows the relationship between battery SOC which concerns on 2nd Embodiment, and heater energization current ratio. It is a flowchart which shows operation | movement of the control apparatus of the hybrid vehicle which concerns on 3rd Embodiment. It is a map which shows the relationship between battery SOC and heater energization current ratio concerning a 3rd embodiment. It is a flowchart which shows operation | movement of the control apparatus of the hybrid vehicle which concerns on 4th Embodiment. It is a flowchart which shows operation | movement of the control apparatus of the hybrid vehicle which concerns on 5th Embodiment.

  Hereinafter, an embodiment of a control device for a hybrid vehicle will be described.

(1) First Embodiment First, a first embodiment will be described with reference to FIGS.

(1-1) Configuration of Hybrid Vehicle According to First Embodiment First, the configuration of the hybrid vehicle 1 according to the first embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram showing the configuration of the hybrid vehicle according to the first embodiment.

  In FIG. 1, a hybrid vehicle 1 includes an ECU (Electronic Control Unit) 100, a hybrid drive device 10, a PCU (Power Control Unit) 20, a battery 30, and a sensor group 40. It is an example of a “vehicle”.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is configured to be able to control the operation of each part of the hybrid vehicle 1.

  The PCU 20 is a power control unit configured to be able to control power input / output between the battery 30 and a motor generator MG described later. The PCU 20 includes an SMR (System Main Relay) that can cut off the electrical connection between the battery 30 and the power load, a boost converter that can boost the output voltage of the battery 30 to a boost command voltage suitable for driving each motor generator MG, and the battery. The inverter configured to convert the DC power taken out from AC 30 into AC power and supply it to a motor generator, which will be described later, and convert AC power generated by the motor generator MG into DC power and supply it to the battery 30 ( All of which are not shown)

  The PCU 20 is electrically connected to the ECU 100, and the operation is controlled by the ECU 100. The ECU 100 and the PCU 20 here are examples of a “control device for a hybrid vehicle” according to the present invention.

  The battery 30 is a secondary battery unit that functions as an electric power supply source related to electric power for powering the motor generator MG, or that can store electric power obtained by regeneration of the motor generator MG. The battery 30 has a configuration in which a plurality (for example, several hundreds) of unit battery cells such as lithium ion battery cells are connected in series. The battery 30 is an example of the “storage unit” according to the present invention.

  The sensor group 40 is a collective name for various sensors that detect the state of the hybrid vehicle 1. FIG. 1 shows an SOC sensor 41 and a brake pedal sensor 42 as various sensors constituting the sensor group 40.

  The SOC sensor 41 is a sensor configured to be able to detect SOC (State Of Charge) which is the remaining amount of electricity stored in the battery 30. The SOC sensor 41 is electrically connected to the ECU 100, and the detected SOC is appropriately referred to by the ECU 100.

  The brake pedal sensor 42 is a sensor configured to be able to detect the amount of depression of the brake pedal. The brake pedal sensor 42 is electrically connected to the ECU 100, and the detected brake pedal depression amount is appropriately referred to by the ECU 100.

  The hybrid drive device 10 is a power train of the hybrid vehicle 1 and includes an engine 200 and a motor generator MG.

  The engine 200 is a gasoline engine that functions as a main power source of the hybrid vehicle 1 and is an example of the “internal combustion engine” according to the present invention.

  The motor generator MG is a motor generator that is an example of the “motor” according to the present invention and has a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. The motor generator MG is configured as an electric motor including, for example, a rotor having a plurality of permanent magnets on an outer peripheral surface and a stator wound with a three-phase coil that forms a rotating magnetic field. You may have. A plurality of motor generators may be provided.

  In the present embodiment, motor generator MG particularly has a function (so-called “regenerative braking” function) for generating a braking force for hybrid vehicle 1 using torque generated during regeneration. In the hybrid vehicle 1 according to the present embodiment, deceleration is performed by using a regenerative brake by the motor generator MG and a hydraulic brake that is a normal brake mechanism.

  Although not shown in the figure, the engine 200 and the motor generator MG described above are connected to each other by a known planetary gear mechanism having a plurality of rotating elements that have a differential action. Engine 200 and motor generator MG are connected to drive wheels DW of hybrid vehicle 1 via a planetary gear mechanism.

  Next, the configuration of the cooling water circulation system of the hybrid vehicle 1 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram showing the configuration of the cooling water circulation system for the hybrid vehicle according to the first embodiment.

  In FIG. 2, in the hybrid vehicle according to the first embodiment, the cooling water can be circulated among the engine 200, the radiator 320, the heater 410 and the heat storage tank 420.

  The radiator 320 is a heat radiating device that radiates the heat of the cooling water that passes therethrough. The radiator 320 may be configured such that cooling of cooling water in the radiator 320 is promoted by, for example, wind introduced by rotation of an electric fan (not shown).

  The heater 410 is an electric heater used for heating the passenger compartment of the hybrid vehicle 1.

  The heat storage tank 420 is a tank that can temporarily store a predetermined amount of hot water, and discharges the stored hot water to realize an early temperature increase of the cooling water. The heat storage tank 420 discharges hot water stored when the engine 200 is warmed up, for example.

  Each of engine 200, heater 410 and heat storage tank 420 described above is provided with electric heaters 250, 415, and 425, respectively, which can heat the cooling water.

  The cooling water circulates through each path shown in the figure by the operation of the water pump 310. The temperature of the cooling water is detected by the thermostat 330, and the thermostat 330 controls the opening and closing of the path according to the temperature of the cooling water. For example, when the temperature of the cooling water is relatively high, the thermostat 330 opens the path on the side of the radiator 320 so that the cooling water is radiated. On the other hand, when the temperature of the cooling water is relatively low, the path on the side of the radiator 320 is closed so as not to dissipate the cooling water, and the path on the heat storage tank 420 side is opened, so Increase the temperature.

  Next, the configuration of the regenerative power supply system of the hybrid vehicle 1 will be described with reference to FIG. FIG. 3 is a block diagram showing the configuration of the regenerative power supply system for the hybrid vehicle according to the first embodiment.

  In FIG. 3, regeneration in motor generator MG is controlled by PCU 20 (or ECU 100). The PCU 20 is configured to store regenerative power obtained by regeneration of the motor generator MG in the battery 30 and to supply power extracted from the battery 30 to a heater or the like described later. Further, the PCU 20 is configured to be able to supply regenerative power obtained from the motor generator MG directly to a heater or the like without using the battery 30.

  The power supply destination from the PCU 20 includes an engine water temperature heater 250, a heater water temperature heater 415, a heat storage tank water temperature heater 425, and a transformer that heats the transaxle and reduces friction loss as shown in FIG. Examples thereof include an axle heater 510, a battery heater 520 that quickly increases the charging limit of the battery 30 by raising the temperature of the battery 30 early, and an electric air conditioner 530. Here, the engine water temperature heater 250, the heater water temperature heater 415, the heat storage tank water temperature heater 425, the transaxle heater 510, the battery heater 520, and the electric air conditioner 530 according to the present invention are “power consumption”. It is an example of “means”.

(1-2) Battery SOC Variation Next, the SOC variation of the battery 30 in the hybrid vehicle 1 according to the first embodiment will be described with reference to FIGS. 4 and 5. FIG. 4 is a time chart showing fluctuations of various parameters at the time of cold start in the hybrid vehicle. FIG. 5 is a time chart showing fluctuations of various parameters at the normal start of the hybrid vehicle.

  In the examples given in FIGS. 4 and 5, the description will be made assuming that the hybrid vehicle 1 travels on the same road at the same speed. For this reason, FIG. 4A and FIG. 5A are the same.

  In FIG. 4, when the engine water temperature at the start of the hybrid vehicle 1 is 10 degrees, the catalyst warm-up is first executed when the vehicle starts to travel. The catalyst warm-up is control for improving the purification function of the catalyst early by early warm-up of the catalyst disposed in the exhaust passage of the hybrid vehicle 1. Specifically, at the time of catalyst control, for example, the engine 200 is continuously operated with the ignition timing retarded. As a result, high-temperature exhaust gas is supplied to the catalyst, and an early temperature rise of the catalyst is realized. Thus, intermittent operation of engine 200 is prohibited when the catalyst is warmed up. That is, as shown in FIG. 4B, the engine 200 continues to operate continuously.

  When the catalyst is warmed up, as shown in FIG. 4C, the current balance (solid line) becomes the discharge direction, and the SOC (broken line) decreases. However, when the ignition timing retardation is not set large, the current balance is in the charging direction, and the SOC may increase.

  When the catalyst warm-up is completed (that is, when the catalyst is heated to a predetermined temperature), the heating request control is subsequently activated. That is, the heating heater 410 is heated to improve the efficiency of the vehicle compartment heating. It should be noted that intermittent operation of engine 200 is also prohibited when heating is requested, as in the case of catalyst warm-up described above. Therefore, as shown in FIG. 4B, the engine 200 continues to operate even during the heating request period.

  When heating is requested, as shown in FIG. 4C, the current balance (solid line) is greatly inclined in the charging direction. Therefore, the SOC rises relatively large when heating is requested.

  On the other hand, in FIG. 5, when the engine water temperature at the start of the hybrid vehicle 1 is 80 degrees, the above-described catalyst warm-up and heating request control is not executed. Therefore, as can be seen from FIG. 5B, the intermittent operation of the engine 200 is not prohibited immediately after the start of traveling.

  As a result, as shown in FIG. 5C, the current balance becomes relatively stable, and as a result, the SOC does not vary greatly.

  From the above, when the hybrid vehicle 1 is cold-started, the SOC of the battery 30 tends to be larger than when it is normally started (that is, when the engine 200 is started at a relatively high temperature). I understand.

(1-3) Flow of Power Supply Control in First Embodiment Subsequently, referring to FIGS. 6 and 7, the operation of the hybrid vehicle control device according to the first embodiment (specifically, the regenerative power (Current supply control) will be described. FIG. 6 is a flowchart showing the operation of the control device for the hybrid vehicle according to the first embodiment. FIG. 7 is a map showing the relationship between the battery SOC and the heater energization current ratio according to the first embodiment.

  In FIG. 6, in the hybrid vehicle control device according to the first embodiment, it is first determined whether or not the hybrid vehicle 1 is warming up the catalyst or performing heating request control (step S101). That is, as described above, it is determined whether or not the SOC of the battery 30 is easily charged. When it is determined that the hybrid vehicle 1 is not warming up the catalyst or not in the heating request control (step S101: NO), the subsequent processing is not executed.

  On the other hand, when it is determined that the hybrid vehicle 1 is under catalyst warm-up or heating request control (step S101: YES), it is determined whether or not the system current of the hybrid vehicle 1 is greater than or equal to the traveling power (step S101). S102). In other words, it is determined whether there is a surplus in the usable power including the regenerative power. In addition, when it determines with the system current of the hybrid vehicle 1 not being more than driving power (step S102: NO), subsequent processing is not performed.

  On the other hand, when it is determined that the system current of hybrid vehicle 1 is greater than or equal to the traveling power (step S102: YES), the heater energization rate in surplus power is determined based on the SOC of battery 30. Specifically, the current SOC of the battery 30 is detected by the SOC sensor 41 (see FIG. 1), and the heater energization rate is determined based on the detected SOC value.

  Here, the “heater energization rate” refers to a heater (specifically, the engine water temperature heater 250, the heater water temperature heater 415, the heat storage tank water temperature heater 425 shown in FIG. This is a value indicating the ratio of power supplied to the power consumption means such as the transaxle heater 510, the battery heater 520, and the electric air conditioner 530. In addition, the electric power which is not supplied with electricity to a heater among surplus electric power is charged to the battery 30. FIG. Therefore, if the ratio of the electric power charged to the battery 30 in the surplus electric power is “battery charging rate”, it can be said that the “heater energization rate” is a value obtained by subtracting the “battery charging rate” from 100%.

  In FIG. 7, the heater energization rate is 50% when the SOC of the battery 30 is less than β% (for example, 50%), and 100% when the SOC is α% (for example, 60%) or more. Is done. In particular, when the SOC of the battery 30 is β% or more and less than α%, the heater energization rate is increased as the SOC value increases. Here, “α” and “β” are threshold values used for determining the heater energization rate, and are set based on, for example, the SOC center value of the battery 30, the limit value, the limit value, or the like. .

  Returning to FIG. 6, when the heater energization rate is determined, charging of the battery 30 (step S104) and energization of the heater (step S105) are executed based on the value. That is, of the surplus power, power corresponding to the battery energization rate is supplied to the heater, and the remaining power is supplied to the battery 30. According to such power supply control, the surplus power that is normally charged to the battery 30 is normally energized at least partially to the heater and consumed immediately. Therefore, an increase in the SOC of the battery 30 can be suppressed without wasting power.

  In particular, as described above, the heater energization rate is set to a larger value as the SOC of the battery 30 is larger (see FIG. 7). For this reason, for example, when the SOC of the battery 30 has a relatively large margin, the heater energization rate is set small (in other words, the battery charge rate is set large). As a result, power consumption in the heater is suppressed, and the battery 30 is easily charged. On the other hand, for example, when the SOC of the battery 30 is close to the upper limit value, the heater energization rate is set large (in other words, the battery charge rate is set small). As a result, power consumption by the heater is promoted, and the battery 30 is hardly charged. Therefore, according to the hybrid vehicle control device of the present embodiment, appropriate charging and power consumption according to the SOC of the battery 30 can be realized.

  Further, the above-described power supply control is performed in a situation where the battery 30 is easily charged (in other words, the SOC of the battery 30 is likely to reach the upper limit value) during catalyst warm-up or heating request control. Therefore, electric power can be appropriately consumed in a period in which an increase in SOC of battery 30 is to be suppressed. During catalyst warm-up, the engine 200 can be warmed up efficiently by relatively increasing the amount of current supplied to the engine water temperature heater 250. Similarly, during the heating request control, the heating request control can be efficiently performed by relatively increasing the energization amount to the heater water temperature heater 415 for heating.

  Furthermore, since the hybrid vehicle 1 according to the present embodiment has a regenerative braking function, if the increase in the SOC of the battery 30 cannot be suppressed, the regenerative brake cannot be used if the SOC increases excessively. there is a possibility. In this case, the fuel consumption of the hybrid vehicle 1 is reduced, and brake fade due to an increase in the hydraulic brake load may occur.

  However, according to the power supply control described above, since the regenerative power can be consumed immediately, it is possible to prevent the regenerative brake from being disabled. Therefore, inconvenience caused by the inability to use the regenerative brake can be preferably avoided.

  As described above, according to the control apparatus for a hybrid vehicle according to the first embodiment, the increase in the SOC of the battery 30 can be suitably suppressed, and the regenerative power can be efficiently used.

(2) Second Embodiment Next, a second embodiment will be described with reference to FIGS. 8 and 9. FIG. 8 is a flowchart showing the operation of the hybrid vehicle control device according to the second embodiment. FIG. 9 is a map showing the relationship between the battery SOC and the heater energization current ratio according to the second embodiment.

  Note that the second embodiment differs from the first embodiment described above only in some operations, and the other operations and apparatus configurations are generally the same. For this reason, below, a different part from 1st Embodiment is demonstrated in detail, and description shall be abbreviate | omitted suitably about the overlapping part.

  In FIG. 8, in the hybrid vehicle control device according to the second embodiment, it is first determined whether the hybrid vehicle 1 is warming up the catalyst or is under heating request control (step S201). When it is determined that 1 is during catalyst warm-up or heating request control (step S201: YES), it is determined whether or not the system current of the hybrid vehicle 1 is greater than or equal to the traveling power (step S202). That is, the same processing as steps S101 and S102 in the first embodiment is executed (see FIG. 6).

  Subsequently, when it is determined that the system current of the hybrid vehicle 1 is equal to or greater than the traveling power (step S202: YES), it is determined whether or not the heating selection switch is set to the heating priority side (step S203). Here, the “heating selection switch” is a switch for setting whether to give priority to heating or to charge the battery 30 and is set by, for example, an operation of the driver.

  Specifically, for example, a driver who plans to travel for a short time (short distance) determines that it is difficult to apply heating within the traveling time, and sets the heating selection switch to non-priority for heating (that is, charging priority). ). On the other hand, a driver who is planning to travel for a long time (long distance) is determined to be able to perform sufficient charging within the travel time after a while (after various controls immediately after the start of travel are completed). The heating selection switch is set to heating priority (that is, charging non-priority).

  In the case where the hybrid vehicle 1 includes a navigation system, the travel time is predicted from the set travel route, and the heating selection switch is automatically set based on the predicted travel time. Good.

  When the heating selection switch is set to heating priority (step S203: YES), a predetermined map no. 1 is used to determine the heater energization rate (step S204). On the other hand, when the heating selection switch is not set to heating priority (set to charging priority) (step S203: NO), a predetermined map no. 2 is used to determine the heater energization rate (step S205).

  In FIG. When 1 (solid line) is used, the heater energization rate is 50% when the SOC of the battery 30 is less than β1% (for example, 50%), and is greater than α1% (for example, 60%). In some cases, 100%. When the SOC of the battery 30 is not less than β1% and less than α1%, the heater energization rate is increased as the SOC value is increased.

  On the other hand, map no. When 2 (dashed line) is used, the heater energization rate is 50% when the SOC of the battery 30 is less than β2% (for example, 55%), and is greater than α2% (for example, 65%). In some cases, 100%. When the SOC of the battery 30 is β2% or more and less than α2%, the heater energization rate is increased as the SOC value is increased.

  Here, as can be seen from the figure, α1 is set as a value smaller than α2, and β1 is set as a value smaller than β2. Therefore, the map no. 1 is used, the map no. The heater energization rate is set higher than when 2 is used. Conversely, the map no. 2 is used, the map no. The heater energization rate is set lower than when 1 is used.

  Returning to FIG. 8, when the heater energization rate is determined, the battery 30 is charged (step S206) and the heater is energized (step S207) based on the value. Here, in the present embodiment, in particular, as described above, the heater energization rate is determined as a different value depending on the setting state of the heating selection switch. Therefore, different power supply control is executed depending on whether heating should be given priority.

  Specifically, when the heating selection switch is set to the heating priority side, the heater energization rate is determined as a relatively high value. For this reason, the power consumption in the heater is greatly promoted, and the heating request control is efficiently executed. Therefore, heating request control can be completed early and the effectiveness of heating can be accelerated. On the other hand, when the heating selection switch is not set to the heating priority side, the heater energization rate is determined as a relatively low value. For this reason, the electric power consumption in a heater becomes small and the SOC increase of the battery 30 is accelerated | stimulated. That is, the charging of the battery 30 is prioritized over the effectiveness of heating.

  As described above, according to the control apparatus for a hybrid vehicle according to the second embodiment, efficient power consumption is realized according to the situation. In the second embodiment, it goes without saying that the effects already described in the first embodiment can be obtained, and the same applies to the following embodiments.

(3) Third Embodiment Next, a third embodiment will be described with reference to FIGS. 10 and 11. FIG. 10 is a flowchart showing the operation of the hybrid vehicle control device according to the third embodiment. FIG. 11 is a map showing the relationship between the battery SOC and the heater energization current ratio according to the third embodiment.

  Note that the third embodiment differs from the first and second embodiments described above only in some operations, and the other operations and device configurations are generally the same. For this reason, below, a different part from 1st and 2nd embodiment is demonstrated in detail, and description shall be abbreviate | omitted suitably about the overlapping part.

  In FIG. 10, in the hybrid vehicle control device according to the third embodiment, it is first determined whether or not there is a request for execution of catalyst deterioration suppression control in the hybrid vehicle 1 (step S301). The catalyst deterioration suppression control is a control for suppressing a high temperature state and a lean atmosphere in which catalyst deterioration progresses in order to suppress catalyst deterioration. Specifically, at the time of catalyst deterioration suppression control, when the catalyst is at a high temperature (or estimated to be at a high temperature), engine 200 is continuously operated in a state where fuel cut is prohibited. Further, the air amount is adjusted in order to prevent misfire immediately before the fuel cut.

  In step S301, it may be determined whether or not there is a request for performing the catalyst regeneration control in addition to or instead of the catalyst deterioration suppression control. The catalyst regeneration control is control for regenerating the purification function of the catalyst, and is realized, for example, by burning particulate matter collected by a filter. Specifically, during catalyst regeneration control, the catalyst bed temperature is raised by a combination of post-injection and fuel addition by a fuel addition valve provided in the exhaust system, and the accumulated particulate matter is combusted.

  When it is determined that there is no execution request for the catalyst deterioration suppression control in the hybrid vehicle 1 (step S301: NO), the subsequent processing is not executed. On the other hand, when it is determined that there is a request for executing the catalyst deterioration suppression control in the hybrid vehicle 1 (step S301: YES), it is determined whether or not the foot brake of the hybrid vehicle 1 is off (step S302). Specifically, the brake pedal sensor 42 (see FIG. 1) detects the amount of depression of the brake pedal, and it is determined whether or not the detected amount of depression of the brake pedal is zero (or small enough to be regarded as zero). The The fact that the foot brake is off means that the braking force requested by the driver is small, and it can be estimated that the required amount of regenerative braking is also small. Conversely, the fact that the foot brake is not off means that the braking force requested by the driver is large, and it can be estimated that the required regenerative braking amount is also large.

  If it is determined that the foot brake is off (step S302: YES), the predetermined map no. 1 is used to determine the heater energization rate (step S303). On the other hand, if the foot brake is not determined to be off (step S302: NO), the predetermined map no. 3 is used to determine the heater energization rate (step S304).

  In FIG. When 1 (solid line) is used, as already described with reference to FIG. 9, the heater energization rate is set to 50% when the SOC of the battery 30 is less than β1% (for example, 50%), and α1 % (For example, 60%) or more is set to 100%. When the SOC of the battery 30 is not less than β1% and less than α1%, the heater energization rate is increased as the SOC value is increased.

  On the other hand, map no. When 3 (dashed line) is used, the heater energization rate is 50% when the SOC of the battery 30 is less than β3% (for example, 45%), and is greater than α3% (for example, 55%). In some cases, 100%. When the SOC of battery 30 is not less than β3% and less than α3%, the heater energization rate is increased as the SOC value is increased.

  Here, as can be seen from the figure, α1 is set as a value larger than α3, and β1 is set as a value larger than β3. Therefore, the map no. 1 is used, the map no. The heater energization rate is set lower than in the case of using 3. Conversely, the map no. 3 is used, the map no. The heater energization rate is set higher than when 1 is used.

  Returning to FIG. 10, when the heater energization rate is determined, charging of the battery 30 (step S305) and energization of the heater (step S306) are executed based on the value. Here, in the present embodiment, in particular, as described above, the heater energization rate is determined as a different value depending on the state of the foot brake. In other words, the heater energization rate is determined as a different value according to the required amount of regenerative braking.

  Specifically, when the foot brake is off (that is, when the required regenerative brake is small), the heater energization rate is determined as a relatively low value. For this reason, the electric power consumption in a heater becomes small and the SOC increase suppression effect of the battery 30 also becomes small. On the other hand, when the foot brake is not off (that is, when the required regenerative brake is large), the heater energization rate is determined as a relatively high value. For this reason, the electric power consumption in a heater is accelerated | stimulated greatly and the SOC increase of the battery 30 is suppressed effectively.

  In this way, it is possible to avoid a situation in which the regenerative power generated by the regenerative brake cannot be charged in the battery 30. That is, it is possible to avoid a situation in which the SOC of the battery 30 is already close to the upper limit, and sufficient regenerative braking cannot be performed. In other words, by suppressing the increase in the SOC of the battery 30, the braking force that can be generated without causing any inconvenience due to the regenerative braking (hereinafter sometimes referred to as “regenerative allowance” as appropriate) is increased.

  Subsequently, in the control apparatus for a hybrid vehicle according to the present embodiment, the braking force required for the hybrid vehicle 1 is regenerative allowance and hydraulic allowance (that is, a braking force that can be generated without causing inconvenience in the hydraulic brake). It is determined whether it is smaller than the total value (step S307). More specifically, it is determined whether or not the braking force required for the hybrid vehicle 1 can be realized by the regenerative brake and the hydraulic brake on the assumption that the catalyst deterioration suppression control is performed.

  Here, when it is determined that the required braking force is smaller than the total value of the regenerative allowance and the hydraulic allowance (step S307: YES), the execution of the catalyst deterioration suppression control is permitted (step S308). That is, the engine 200 is operated in a state where the fuel cut is prohibited, and the excessive oxygen state of the exhaust is suppressed. Therefore, the catalyst deterioration can be suppressed.

  On the other hand, when it is determined that the required braking force is greater than the total value of the regeneration allowance and the oil pressure allowance (step S307: NO), the execution of the catalyst deterioration suppression control is prohibited (step S308). In this case, the catalyst deterioration suppression control is not executed, but the engine 200 can execute fuel cut. For this reason, it becomes possible to use an engine brake, and the tolerance with respect to the request | requirement braking force when it sees with the whole vehicle is raised. Therefore, even when the total value of the regenerative allowance and the hydraulic allowance is less than the required braking force, the required braking force can be realized using the engine brake. Therefore, it is possible to avoid that the required braking force is not satisfied, and as a result, the traveling of the hybrid vehicle 1 is adversely affected.

  As described above, according to the control device for a hybrid vehicle according to the third embodiment, the power supply control is suitably performed according to the braking force required for the hybrid vehicle 1. Therefore, it is possible to efficiently obtain the braking force by the regenerative brake while appropriately consuming the regenerative power.

(4) Fourth Embodiment Next, a fourth embodiment will be described with reference to FIG. FIG. 12 is a flowchart showing the operation of the hybrid vehicle control device according to the fourth embodiment.

  Note that the fourth embodiment differs from the first to third embodiments described above only in some operations, and the other operations and apparatus configurations are generally the same. For this reason, below, a different part from 1st to 3rd embodiment is demonstrated in detail, and description is abbreviate | omitted suitably about the overlapping part.

  In FIG. 12, in the hybrid vehicle control device according to the fourth embodiment, it is first determined whether or not there is a regenerative brake execution request in the hybrid vehicle 1 (step S401). In addition, when it determines with there being no execution request | requirement of regenerative braking in the hybrid vehicle 1 (step S401: NO), subsequent processing is not performed.

  On the other hand, when it is determined that there is a regenerative brake execution request in hybrid vehicle 1 (step S401: YES), the heater energization rate in surplus power is determined based on the SOC of battery 30. Specifically, the heater energization rate is determined using, for example, a map as shown in FIG. Alternatively, after further determination using an appropriate condition, the heater energization rate may be determined for each condition from a map as shown in FIG. 9 or FIG.

  When the heater energization rate is determined, charging of the battery 30 (step S403) and energization of the heater (step S404) are executed based on the value. That is, of the surplus power, power corresponding to the battery energization rate is supplied to the heater, and the remaining power is supplied to the battery 30. According to such power supply control, the surplus power that is normally charged to the battery 30 is normally energized at least partially to the heater and consumed immediately. Therefore, an increase in the SOC of the battery 30 can be suppressed without wasting power.

  Thereafter, in the present embodiment, in particular, cooperation between the regenerative brake and the hydraulic brake is executed based on the SOC of the battery 30 (step S405). Specifically, the ratio of the regenerative brake and the ratio of the hydraulic brake to the braking force required for the hybrid vehicle 1 are determined.

  For example, when the SOC of the battery 30 is relatively large, it can be determined that the remaining capacity for charging the regenerative power in the battery 30 is small. In such a case, by setting the ratio of the regenerative brake small and the ratio of the hydraulic brake large, it is possible to suppress the generation of regenerative power and to prevent the SOC of the battery 30 from becoming too large. .

  On the other hand, when the SOC of battery 30 is relatively small, it can be determined that battery 30 has sufficient capacity to charge regenerative power. In such a case, by setting the ratio of the regenerative brake large and the ratio of the hydraulic brake small, it is possible to efficiently obtain the regenerative power while satisfying the required braking force. Further, since the load on the hydraulic brake can be reduced, inconveniences such as brake fade can be avoided.

  In the present embodiment, since the increase in SOC of the battery 30 is suppressed by the immediately preceding power supply control, the ratio of the regenerative brake is set to be relatively high compared to the case where the power supply control is not performed. Therefore, the effect when the ratio of the regenerative brake described above is increased is remarkably exhibited.

  As described above, according to the control apparatus for a hybrid vehicle according to the fourth embodiment, at least a part of the regenerative power can be consumed immediately, so that the regenerative allowance is enhanced and suitable brake control can be performed. It should be noted that at the start of operation of the control apparatus for a hybrid vehicle according to the fourth embodiment, it may be determined whether or not catalyst warm-up or heating request control is being performed as in the first and second embodiments. However, as in the third embodiment, it may be determined whether there is a request for execution of catalyst deterioration suppression control or catalyst regeneration control.

(5) Fifth Embodiment Next, a fifth embodiment will be described with reference to FIG. FIG. 13 is a flowchart showing the operation of the hybrid vehicle control apparatus according to the fifth embodiment.

  Note that the fifth embodiment differs from the first to fourth embodiments described above only in some operations, and the other operations and apparatus configurations are substantially the same. For this reason, below, a different part from 1st-4th embodiment is demonstrated in detail, and description shall be abbreviate | omitted suitably about the overlapping part.

  In FIG. 13, in the hybrid vehicle control device according to the fifth embodiment, first, in the hybrid vehicle 1, is EV traveling performed in a state where the battery 30 is fully charged (or charged to a state close to full charge)? It is determined whether or not (step S501). Here, “EV traveling” means a state in which the hybrid vehicle 1 is traveling with only the power from the motor generator MG with the engine 200 stopped. Here, if it is determined that the hybrid vehicle 1 is not performing EV traveling in a fully charged state (step S501: NO), the subsequent processing is not executed.

  On the other hand, when it is determined that the hybrid vehicle 1 is performing EV traveling in a fully charged state (step S501: YES), it is determined whether power generation by regenerative braking is being performed (step S502). Here, when it determines with the electric power generation by regenerative braking not being performed (step S502: NO), subsequent processing is not performed.

  On the other hand, when it is determined that power generation by regenerative braking is being performed in hybrid vehicle 1 (step S502: YES), the heater energization rate in surplus power is determined based on the SOC of battery 30. Specifically, the heater energization rate is determined using, for example, a map as shown in FIG. Alternatively, after further determination using an appropriate condition, the heater energization rate may be determined for each condition from a map as shown in FIG. 9 or FIG.

  When the heater energization rate is determined, the battery 30 is charged (step S504) and the heater is energized (step S505) based on the value. That is, of the surplus power, power corresponding to the battery energization rate is supplied to the heater, and the remaining power is supplied to the battery 30. According to such power supply control, the surplus power that is normally charged to the battery 30 is normally energized at least partially to the heater and consumed immediately. Therefore, an increase in the SOC of the battery 30 can be suppressed without wasting power.

  Here, in particular, in the present embodiment, the above-described power supply control is performed when the EV vehicle is running while the hybrid vehicle 1 is sufficiently charged and the power generation by the regenerative brake is being performed. . Specifically, when the SOC of the battery 30 is sufficiently high (in other words, with a small charge capacity) and further regenerative power is generated, immediate consumption of the generated power is executed. Is done. Therefore, the regenerative power can be consumed efficiently without being wasted. Moreover, since the SOC of the battery 30 has no margin, it is possible to avoid a situation in which regenerative braking cannot be executed.

  As a specific example of the situation in which the power supply control according to the present embodiment is implemented, the plug-in hybrid vehicle is fully charged at home on a hill, and a regenerative brake is used on the downhill from the home to the destination. For example, the vehicle may travel while running. In such a case, for example, if the electric power is controlled to be consumed by the heater 410 for heating, the effect of heating can be improved even during cold start. Alternatively, if the engine water temperature heater 250 is controlled to consume electric power, pre-warm-up when an engine start request is generated can be suitably performed.

  As described above, according to the hybrid vehicle control device of the fifth embodiment, efficient use of regenerative power can be realized even during EV traveling.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. The control device is also included in the technical scope of the present invention.

1 Hybrid vehicle 20 PCU
30 battery 40 sensor group 41 SOC sensor 42 brake pedal sensor 100 ECU
200 Engine 250 Engine Water Temperature Heater 310 Water Pump 320 Radiator 330 Thermostat 410 Heating Heater 415 Heating Heater Water Temperature Heating Heater 420 Heat Storage Tank 425 Heat Storage Tank Water Temperature Heating Heater 510 Transaxle Heating Heater 520 Battery Heating Heater 530 Electric Air Conditioner MG Motor Generator DW Driving wheel

Claims (5)

An internal combustion engine;
A motor capable of generating electricity,
Power storage means for storing electric power generated by the electric motor;
A control device for controlling a hybrid vehicle comprising: power consumption means for consuming electric power generated by the electric motor;
Determining means for determining whether or not the hybrid vehicle is in a non-stoppable state in which the operation of the internal combustion engine cannot be stopped;
Power supply control means for controlling the electric power generated when the hybrid vehicle is decelerated in the electric motor to be supplied at least partially to the electric power consumption means when it is determined that the stop is impossible;
A consumption priority state that prioritizes power consumption by the power consuming means over power storage to the power storage means, and a power storage priority state that prioritizes power storage to the power storage means over power consumption by the power consuming means. Switching means capable of switching between and
The power supply control means determines the amount of power supplied to the power consumption means based on the amount of electricity stored in the electricity storage means and whether the switching priority means the consumption priority state or the electricity storage priority state. A hybrid vehicle control device. An internal combustion engine;
A motor capable of generating electricity,
Power storage means for storing electric power generated by the electric motor;
A control device for controlling a hybrid vehicle comprising: power consumption means for consuming electric power generated by the electric motor;
Determining means for determining whether or not the hybrid vehicle is in a non-stoppable state in which the operation of the internal combustion engine cannot be stopped;
Power supply control means for controlling the electric power generated when the hybrid vehicle is decelerated in the electric motor to be supplied at least partially to the electric power consumption means when it is determined that the stop is impossible;
The control apparatus for a hybrid vehicle, wherein the power supply control means determines a power supply amount to the power consumption means based on a power storage amount of the power storage means and a brake pedal depression amount of the hybrid vehicle. An internal combustion engine;
A motor capable of generating electricity,
Power storage means for storing electric power generated by the electric motor;
A control device for controlling a hybrid vehicle comprising: power consumption means for consuming electric power generated by the electric motor;
Determining means for determining whether or not the hybrid vehicle is in a non-stoppable state in which the operation of the internal combustion engine cannot be stopped;
Power supply control means for controlling the electric power generated when the hybrid vehicle is decelerated in the electric motor to be supplied at least partially to the electric power consumption means when it is determined that the stop is impossible;
Second determination means for determining whether or not the hybrid vehicle is in a specific state in which the internal combustion engine is stopped and traveling with the power of the electric motor while the remaining power of the power storage means is smaller than a predetermined value; With
The power supply control means determines a power supply amount to the power consuming means based on a power storage amount of the power storage means and whether or not the hybrid vehicle is in the specific state. Control device.   The determination means includes a catalyst warm-up period for warming up the catalyst provided in the exhaust passage of the hybrid vehicle, a catalyst deterioration suppression period for executing control for suppressing deterioration of the catalyst, and catalyst regeneration for regenerating the function of the catalyst. The hybrid according to any one of claims 1 to 3, wherein at least one of a period and a heating request period for heating a passenger compartment heater of the hybrid vehicle is determined as the stop impossible state. Vehicle control device. The power consuming means is a cooling water heater for heating the cooling water of the internal combustion engine or the vehicle compartment heater.
The power supply means controls to supply power to the cooling water heater during the catalyst warm-up period, and controls to supply power to the vehicle compartment heater during the heating request period. The hybrid vehicle control device according to claim 4.

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