CN113950570A - 车辆的控制方法以及车辆的控制装置 - Google Patents
车辆的控制方法以及车辆的控制装置 Download PDFInfo
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- CN113950570A CN113950570A CN201980097345.4A CN201980097345A CN113950570A CN 113950570 A CN113950570 A CN 113950570A CN 201980097345 A CN201980097345 A CN 201980097345A CN 113950570 A CN113950570 A CN 113950570A
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- particulate filter
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- 238000000034 method Methods 0.000 title claims description 27
- 238000002485 combustion reaction Methods 0.000 claims abstract description 82
- 239000003054 catalyst Substances 0.000 claims abstract description 53
- 238000000746 purification Methods 0.000 claims abstract description 19
- 239000007789 gas Substances 0.000 claims description 31
- 238000009825 accumulation Methods 0.000 claims description 19
- 238000007254 oxidation reaction Methods 0.000 claims description 18
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 13
- 239000001301 oxygen Substances 0.000 claims description 13
- 229910052760 oxygen Inorganic materials 0.000 claims description 13
- 238000001514 detection method Methods 0.000 claims description 6
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- MYMOFIZGZYHOMD-UHFFFAOYSA-N Dioxygen Chemical compound O=O MYMOFIZGZYHOMD-UHFFFAOYSA-N 0.000 claims 8
- 229910001882 dioxygen Inorganic materials 0.000 claims 8
- 239000010419 fine particle Substances 0.000 claims 1
- 230000007423 decrease Effects 0.000 abstract description 21
- 238000010248 power generation Methods 0.000 description 14
- 238000010586 diagram Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 7
- 230000008859 change Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 230000003647 oxidation Effects 0.000 description 3
- 239000013618 particulate matter Substances 0.000 description 3
- 239000007858 starting material Substances 0.000 description 3
- 239000003245 coal Substances 0.000 description 2
- 230000002596 correlated effect Effects 0.000 description 2
- 239000002245 particle Substances 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 238000010792 warming Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 229910052878 cordierite Inorganic materials 0.000 description 1
- JSKIRARMQDRGJZ-UHFFFAOYSA-N dimagnesium dioxido-bis[(1-oxido-3-oxo-2,4,6,8,9-pentaoxa-1,3-disila-5,7-dialuminabicyclo[3.3.1]nonan-7-yl)oxy]silane Chemical compound [Mg++].[Mg++].[O-][Si]([O-])(O[Al]1O[Al]2O[Si](=O)O[Si]([O-])(O1)O2)O[Al]1O[Al]2O[Si](=O)O[Si]([O-])(O1)O2 JSKIRARMQDRGJZ-UHFFFAOYSA-N 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
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- 230000001629 suppression Effects 0.000 description 1
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Classifications
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- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
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- F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
- F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
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Abstract
地板下催化器(33)具有:GPF(41),其能够捕集排气中的排气微粒;以及下游侧催化器(42),其位于GPF(41)的下游侧。能够向GPF(41)供给二次空气。关于车辆(1),如果内燃机(10)在行驶中停止,则向堆积有排气微粒的GPF(41)供给二次空气。此时,GPF(41)的温度大于或等于规定温度。由此,地板下催化器(33)能够抑制内燃机(10)启动时的排气净化性能下降。
Description
技术领域
本发明涉及一种车辆的控制方法以及车辆的控制装置。
背景技术
例如,专利文献1中公开了如下技术,即,在排气通路作为对排气进行净化的催化器而设置能够利用电力加热的电加热催化器(EHC),如果在内燃机停止中产生电加热催化器的暖机请求,则对电加热催化器通电而进行暖机。
然而,在通电而对电加热催化器进行暖机的情况下,电池的耗电量增大。因此,当在电池的充电量降低时产生电加热催化器的暖机请求的情况下,无法充分对电加热催化器进行暖机,有可能无法确保电加热催化器所要求的排气净化性能。
即,为了提高内燃机启动时的排气净化性能,存有进一步改善的余地。
专利文献1:日本特开2014-134187号公报
发明内容
本发明的车辆具有:内燃机;以及排气净化装置,其设置于所述内燃机的排气通路。上述排气净化装置具有:排气微粒过滤器,其能够捕集排气中的排气微粒;以及三元催化器,其位于所述排气微粒过滤器的下游侧。当在上述内燃机停止时,排气微粒堆积于上述排气微粒过滤器,并且所述排气微粒过滤器的温度大于或等于规定温度的情况下,向上述排气微粒过滤器供给氧气。
由此,上述车辆能够利用因排气微粒的氧化(燃烧)反应而产生的热量,抑制位于上述排气微粒过滤器的下游侧的上述三元催化器的温度降低。因此,上述车辆能够抑制上述内燃机启动时的排气净化性能下降。
附图说明
图1是示意性地表示应用本发明的车辆的驱动系统的概略的说明图。
图2是示意性地表示搭载于应用本发明的车辆的内燃机的系统结构的概略的说明图。
图3是示意性地表示作为排气净化装置的地板下催化器的概略结构的说明图。
图4是表示排气微粒过滤器即GPF的行驶中的温度变化的一个例子的说明图。
图5是表示2次空气的供给量和GPF的排气微粒堆积量的关联性的说明图。
图6是表示2次空气的供给量和GPF的温度的关联性的说明图。
图7是表示应用本发明的车辆的控制流程的一个例子的流程图。
具体实施方式
下面,基于附图对本发明的一个实施例详细进行说明。
图1是示意性地表示应用本发明的车辆1的驱动系统的概略的说明图。图2是示意性地表示搭载于应用本发明的车辆1的内燃机10的系统结构的概略的说明图。
车辆1例如是混合动力车辆,具有:驱动单元3,其对驱动轮2进行驱动;以及发电单元4,其产生用于对驱动轮2进行驱动的电力。
驱动单元3具有:作为电动机的驱动用电机5,其对驱动轮2进行旋转驱动;以及第1齿轮系6及差速齿轮7,它们将驱动用电机5的驱动力传递至驱动轮2。从被充电了由发电单元4产生的电力等的未图示的电池对驱动用电机5供给电力。
发电单元4具有:发电机9,其产生向驱动用电机5供给的电力;内燃机10,其对发电机9进行驱动;以及第2齿轮系11,其将内燃机10的旋转传递至发电机9。
本实施例的车辆1是不将内燃机10作为动力使用的所谓串联混合动力车辆。即,关于本实施例的车辆1,内燃机10专用于发电,驱动用电机5对驱动轮2进行驱动而行驶。关于本实施例的车辆1,例如,如果上述电池的电池余量(充电余量)减少,则为了对该电池充电,对内燃机10进行驱动而利用发电机9发电。
驱动用电机5是车辆1的直接的驱动源,例如利用来自上述电池的交流电力而驱动。驱动用电机5例如由针对转子而使用永磁体的同步型电机构成。
另外,驱动用电机5在车辆1减速时作为发电机而起作用。即,驱动用电机5是能够将车辆减速时的再生能量作为电力而对上述电池充电的发电电动机。
第1齿轮系6使驱动用电机5的旋转减速并增大电机转矩而确保行驶驱动转矩。
第1齿轮系6例如是2挡减速的齿轮系,具有:电机轴14,其具有驱动单元第1齿轮13;以及第1惰轮轴17,其具有驱动单元第2齿轮15及驱动单元第3齿轮16。电机轴14是驱动用电机5的旋转轴。
驱动单元第1齿轮13与驱动单元第2齿轮15啮合。
驱动单元第3齿轮16与设置于差速齿轮7的输入侧的输入侧齿轮18啮合。
差速齿轮7将从第1齿轮系6经由输入侧齿轮18输入的驱动转矩,经由左右的驱动轴19、19而传递至左右的驱动轮2、2。差速齿轮7能够容许左右的驱动轮2、2的转速差、且能够将相同的驱动转矩传递至左右的驱动轮2、2。
发电机9例如由针对转子而使用永磁体的同步型电机构成。发电机9将内燃机10产生的旋转能量变换为电能,例如对上述电池进行充电。另外,发电机9还具有作为对内燃机10进行驱动的电动机的功能,在内燃机10启动时作为启动电机而起作用。即,发电机9是发电电动机,能够将发电所得的电力供给至上述电池,并且能够利用来自上述电池的电力进行旋转驱动。
此外,由发电机9发电所得的电力可以根据运转状态,例如不对上述电池充电,而是直接供给至驱动用电机5。另外,例如可以利用与发电机9不同的专用的启动电机使内燃机10启动。
第2齿轮系11是将内燃机10和发电机9连结的齿轮系。第2齿轮系11具有:发动机轴24,其具有发电单元第1齿轮23;第2惰轮轴26,其具有发电单元第2齿轮25;以及发电机输入轴28,其具有发电单元第3齿轮27。
第2齿轮系11在发电运转时使内燃机10的转速增大,并将所需的发动机转矩传递至发电机9。在发电机9作为启动器而起作用时,第2齿轮系11使发电机9的转速减小并将所需的电机转矩传递至内燃机10。
发动机轴24与内燃机10的曲轴(未图示)同步旋转。发电机输入轴28与发电机9的转子(未图示)同步旋转。
发电单元第1齿轮23与发电单元第2齿轮25啮合。发电单元第3齿轮27与发电单元第2齿轮25啮合。即,发电单元第1齿轮23以及发电单元第3齿轮27与发电单元第2齿轮25啮合。
内燃机10例如是在位于车辆1的前侧的发动机室内配置的汽油发动机。
如图2所示,在内燃机10的排气通路31设置有岐管催化器32以及地板下催化器33。
另外,供给从气泵34送出的二次空气(氧气)的二次空气导入通路35与排气通路31连接。二次空气导入通路35在地板下催化器33的入口与排气通路31连接。即,二次空气导入通路35在处于岐管催化器32的下游侧且比地板下催化器33更靠上游侧的位置与排气通路31连接。
气泵34以及二次空气导入通路35相当于能够将氧气供给至后述的GPF41的入口的氧气供给部。即,二次空气能够向后述的GPF41的上游侧供给。
岐管催化器32配置于发动机室内、且与内燃机10接近。岐管催化器32例如由三元催化器构成。
三元催化器对从内燃机10排出的排气进行净化,在空气过剩率大致为“1”时、即排气空燃比大致为理论空燃比时,流入的排气中的HC、CO、NOx这三种成分的净化率都提高。
地板下催化器33相当于排气净化装置,位于比岐管催化器32更靠下游侧的位置,例如设置于相对于车辆1的发动机室距离较远的车辆1的地板下等位置。地板下催化器33与岐管催化器32相比而容量更大。
这里,如图3所示,地板下催化器33将作为排气微粒过滤器(微粒过滤器)的GPF(Gasoline Particulate Filter)41和由三元催化器构成的下游侧催化器42串联连结。GPF41位于下游侧催化器42的上游侧。
GPF41对作为从内燃机10排出的排气中的排气微粒(Particulate Matter)的PM进行捕集。
作为GPF41,例如利用如下壁流式蜂窝结构(所谓封孔型)的过滤器,即,在堇青石等过滤器材料中形成蜂窝状的多个微细的通路,并且使其端部交替地封闭。此外,GPF41可以担载与三元催化器相同种类的催化器并具有三元催化器的功能。
在地板下催化器33设置有对GPF41的温度进行检测的GPF温度传感器52、对GPF41的前后压差进行检测的GPF压差传感器53。GPF温度传感器52以及GPF压差传感器53的检测信号输入至控制单元51。GPF温度传感器52相当于排气微粒过滤器温度检测部。
控制单元51是具有CPU、ROM、RAM以及输入输出接口的众所周知的电子计算机。
控制单元51被输入对吸入空气量进行检测的空气流量计54、对曲轴的曲轴转角进行检测的曲轴转角传感器55、对加速器踏板的踩踏量进行检测的加速器开度传感器56、对二次空气的温度进行检测的二次空气温度传感器57、以及对车速进行检测的车速传感器58等各种传感器类的检测信号。
曲轴转角传感器55能够对内燃机10的内燃机转速进行检测。
控制单元51利用加速器开度传感器56的检测值对内燃机10的请求负荷(内燃机10的负荷)进行计算。
控制单元51基于各种传感器类的检测信号而对内燃机10进行控制。另外,控制单元51对气泵34的驱动进行控制而控制向GPF41供给的二次空气的供给量。
如果上述电池的电池余量(充电余量)在车辆1的行驶中较多,则内燃机10停止。即,地板下催化器33搭载于具有使得内燃机10在行驶中停止的功能的车辆1。
因此,如果在内燃机10停止中受到行驶风的作用而导致催化器温度降低,则地板下催化器33有可能在内燃机10启动时无法充分发挥排气净化性能。
因此,关于控制单元51,当在车辆1的行驶中内燃机10停止时,排气微粒堆积(附着)于GPF41,并且在GPF41的温度大于或等于规定温度A的情况下,对气泵34进行驱动而将二次空气供给至GPF41。即,关于控制单元51,在内燃机10停止时,排气微粒堆积于GPF41,并且在GPF41处于能够引起排气微粒的氧化反应(燃烧反应)的温度区域的情况下,对气泵34进行驱动而将二次空气供给至GPF41。
换言之,如果在行驶中内燃机10停止,则将二次空气供给至堆积有排气微粒的GPF41。此时,GPF41的温度大于或等于规定温度A。
即,控制单元51相当于如下控制部,即,在排气微粒堆积于GPF41、且GPF41的温度大于或等于规定温度A的情况下,在内燃机10停止中将二次空气向GPF41供给。
这里,规定温度A例如设定为550℃~600℃左右的值。向GPF41供给的二次空气的供给量设定为至少使得堆积于GPF41的排气微粒引起氧化反应(燃烧反应)。
例如,能够由控制单元51利用GPF41的前后压差以及从GPF41通过的气体流量(排气流量)而计算出GPF41中捕集的排气微粒的堆积量。另外,例如,通过预先在控制单元51内准备使得内燃机10的内燃机转速以及吸入空气量与GPF41中捕集到的排气微粒的堆积量相关联的对应图,也能够计算出GPF41中捕集的排气微粒的堆积量。即,控制单元51相当于对GPF41中捕集的排气微粒的堆积量进行推定的排气微粒堆积量推定部。
GPF41能够通过供给氧气而使堆积的排气微粒氧化(燃烧)。因此,车辆1能够利用供给至GPF41的二次空气的气流而向下游侧催化器42供给在GPF41使排气微粒燃烧时的热量。
即,对于车辆1,如果在内燃机10停止中供给二次空气,则能够利用在排气微粒的氧化反应中产生的热量抑制位于GPF41的下游侧的下游侧催化器42的温度降低。即,车辆1在内燃机10停止时对GPF41供给二次空气,从而能够抑制内燃机10停止中的温度降低。换言之,车辆1在内燃机10停止时向GPF41供给二次空气而能够使得下游侧催化器42保温。
因此,车辆1能够抑制内燃机10启动时的催化器净化性能下降。
图4是表示排气微粒过滤器即GPF41的行驶中的温度变化的一个例子的说明图。图4中由实线所示的特性线表示在内燃机10停止中将二次空气供给至GPF41、且使堆积的排气微粒燃烧的情况下的GPF41的温度变化。图4中由虚线所示的特性线表示在内燃机10停止中不对GPF41供给二次空气、不使堆积的排气微粒燃烧的情况下的GPF41的温度变化。
如图4所示,车辆1将二次空气供给至GPF41,从而能够抑制内燃机10停止中的GPF41的温度降低。
这里,需要向GPF41供给适当量的二次空气。如果二次空气的供给量过多,则会由于二次空气而使得地板下催化器33冷却。因此,在内燃机10停止中向GPF41供给的每单位时间的二次空气的供给量根据GPF41中捕集的排气微粒(煤)的堆积量以及GPF41的温度而设定。
由此,车辆1能够将根据排气微粒的氧化产生的GPF41的功能的保护以及排气微粒的氧化反应的持续性的观点而适当的量的二次空气供给至GPF41。
将二次空气供给至GPF41时的总发热量与GPF41中捕集的排气微粒(煤)的堆积量成正比例。即,堆积于GPF41的排气微粒量越多,将二次空气供给至GPF41时的总发热量越多。
因此,对于在内燃机10停止中向GPF41供给的每单位时间的二次空气的供给量,出于降低供给氧气量的目的而如图5所示,堆积于GPF41的排气微粒量越多,则该供给量越少。图5是表示2次空气的供给量和GPF41的排气微粒堆积量的关联性的说明图。
由此,GPF41能够抑制(每单位时间的)发热量,使得排气微粒的氧化反应长时间持续。
因此,车辆1能够抑制下游侧催化器42的温度降低,能够抑制内燃机10启动时的排气净化性能下降。
另外,在内燃机10停止中向GPF41供给的每单位时间的二次空气的供给量也可以根据向GPF41供给的二次空气的温度以及GPF41的温度而设定。
由此,车辆1能够向GPF41供给兼顾抑制因二次空气的温度引起的温度降低导致的GPF41的功能(排气净化性能)下降、以及因GPF41的温度引起的排气微粒的氧化反应的持续性的适当量的二次空气。
对于在内燃机10停止中向GPF41供给的每单位时间的二次空气的供给量,在内燃机10停止中向GPF41供给的二次空气的温度越低,则该供给量越少。
如果供给的二次空气的温度较低,则GPF41的温度降低,排气微粒难以氧化。因此,对于向GPF41供给的每单位时间二次空气的量,向GPF41供给的二次空气的温度越低,则该二次空气的量越少。
由此,GPF41自身的温度降低得到抑制,排气微粒的氧化反应不易受到妨碍。
因此,车辆1能够抑制下游侧催化器42的温度降低,能够抑制内燃机10启动时的排气净化性能下降。
GPF41自身的温度越高,供给有二次空气时堆积于自身的排气微粒越容易氧化。
因此,如图6所示,上述排气微粒过滤器的温度越高,在内燃机10停止中向GPF41供给的二次空气的供给量越少。图6是表示2次空气的供给量和GPF41的温度的关联性的说明图。
GPF41的温度小于550℃~600℃,排气微粒的氧化不活跃,如果二次空气的供给量过多,则会使得GPF41冷却,因此需要考虑发热和散热的收支平衡而决定二次空气的供给量。
如果GPF41的温度约为800℃左右,则排气微粒的氧化反应活跃,因此GPF41的排气微粒的氧化反应有可能引起热失控。因而,在这种温度区域,需要减少二次空气的供给量。
由此,GPF41能够抑制堆积的排气微粒的过度的氧化反应,能够在内燃机10停止中使得排气微粒的氧化反应长时间持续。
因此,车辆1能够抑制下游侧催化器42的温度降低,能够抑制内燃机10启动时的排气净化性能下降。
另外,在内燃机10停止中向GPF41供给的二次空气的供给量设定为使得因GPF41中堆积的排气微粒的氧化反应产生的发热量大于受到行驶风的作用的GPF41的散热量。
由此,车辆1能够可靠地抑制GPF41的温度降低,能够抑制地板下催化器33的下游侧催化器42的温度降低。
图7是表示上述实施例的车辆1的控制流程的一个例子的流程图。在车辆1的行驶中,利用控制单元51每隔规定时间(例如每隔10ms)而反复执行本流程。
在步骤S1中,判定内燃机10是否已停止。在内燃机10停止的情况下,进入步骤S2。在内燃机10未停止的情况下,结束此次的流程。
在步骤S2中,对GPF41中捕集的排气微粒的堆积量进行计算。在本实施例中,通过不同的2种方法对GPF41中捕集的排气微粒的堆积量进行计算,采用两个计算值中的较大值作为GPF41中捕集的排气微粒的堆积量。
如上所述,对于GPF41中捕集的排气微粒的堆积量的计算方法,例如有利用GPF41的前后压差和从GPF41通过的气体流量(排气流量)进行计算的方法、利用使得内燃机10的内燃机转速以及吸入空气量和GPF41中捕集的排气微粒的堆积量相关联的对应图进行计算的方法等。
在步骤S3中,判定在GPF41是否堆积有排气微粒。
如果排气微粒堆积于GPF41,则进入步骤S4。如果排气微粒未堆积于GPF41,则结束此次的流程。
在步骤S4中,判定是否处于二次空气的供给中。如果处于未供给二次空气的状态,则进入步骤S5。如果处于供给了二次空气的状态,则进入步骤S8。
在步骤S5中,判定排气微粒过滤器即GPF41的温度是否大于或等于上述规定温度A。在GPF41的温度大于或等于上述规定温度A的情况下,进入步骤S6。在GPF41的温度小于上述规定温度A的情况下,结束此次的流程。
在步骤S6中,对二次空气的供给量进行计算。二次空气的供给量例如根据GPF41中捕集的排气微粒的堆积量以及GPF41的温度而设定。
在步骤S7中,供给二次空气。
在步骤S8中,判定排气微粒过滤器即GPF41的温度是否大于或等于上述规定温度B。在GPF41的温度大于或等于上述规定温度B的情况下,进入步骤S6。在GPF41的温度小于上述规定温度B的情况下,进入S9。上述规定温度B为低于上述规定温度A的值,例如设定为500℃左右的值。
在步骤S9中,停止二次空气的供给。
如上,对本发明的具体实施例进行了说明,本发明并不限定于上述实施例,可以在不脱离其主旨的范围进行各种变更。
例如,内燃机10在上述实施例中是汽油发动机,但也可以是柴油发动机。在该情况下,作为排气微粒过滤器,只要取代GPF41而使用DPF(Diesel Particulate Filter)即可。
另外,在上述实施例中,内燃机10搭载于串联混合动力车辆,但本发明并不限定为应用于串联混合动力车辆,也可以应用于并联混合动力车辆、仅以内燃机为驱动源的车辆(非混合动力车辆)。详细而言,本发明可以应用于具有在行驶中通过滑行停止(coaststop)、航行停止(sailing stop)等而使内燃机停止的控制的车辆。
此外,向GPF41等排气微粒过滤器供给的二次空气的供给量例如为比在所谓燃油切断、电机驱动时流动的空气量少的量。
上述实施例涉及车辆的控制方法以及车辆的控制装置。
Claims (13)
1.一种车辆的控制方法,该车辆具有:内燃机;以及排气净化装置,其设置于所述内燃机的排气通路,其中,
上述排气净化装置具有:排气微粒过滤器,其能够捕集排气中的排气微粒;以及三元催化器,其位于所述排气微粒过滤器的下游侧,
当在行驶中上述内燃机停止时,排气微粒堆积于上述排气微粒过滤器,并且该排气微粒过滤器的温度大于或等于规定温度的情况下,向上述排气微粒过滤器供给氧气。
2.根据权利要求1所述的车辆的控制方法,其中,
向上述排气微粒过滤器供给氧气而使堆积的排气微粒燃烧,将热量赋予上述三元催化器。
3.根据权利要求1或2所述的车辆的控制方法,其中,
对上述排气微粒过滤器供给的氧气是向该排气微粒过滤器的上游侧供给的二次空气。
4.根据权利要求1至3中任一项所述的车辆的控制方法,其中,
上述排气净化装置是配置于车辆的地板下的地板下催化器。
5.根据权利要求1至4中任一项所述的车辆的控制方法,其中,
上述规定温度处于排气微粒能够进行氧化反应的温度区域。
6.根据权利要求1至5中任一项所述的车辆的控制方法,其中,
在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量,是根据上述排气微粒过滤器中捕集的排气微粒的堆积量、以及上述排气微粒过滤器的温度而设定的。
7.根据权利要求6所述的车辆的控制方法,其中,
上述排气微粒过滤器中捕集的排气微粒的堆积量越多,越减少在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量。
8.根据权利要求1至5中任一项所述的车辆的控制方法,其中,
在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量,是根据向上述排气微粒过滤器供给的氧气的温度、以及上述排气微粒过滤器的温度而设定的。
9.根据权利要求8所述的车辆的控制方法,其中,
在上述内燃机停止中向上述排气微粒过滤器供给的氧气的温度越低,越减少在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量。
10.根据权利要求6至9中任一项所述的车辆的控制方法,其中,
上述排气微粒过滤器的温度越高,越减少在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量。
11.根据权利要求1至10中任一项所述的车辆的控制方法,其中,
在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量设定为,至少使得堆积于上述排气微粒过滤器的排气微粒引起氧化反应。
12.根据权利要求1至11中任一项所述的车辆的控制方法,其中,
在上述内燃机停止中向上述排气微粒过滤器供给的氧气的供给量设定为,使得堆积于上述排气微粒过滤器的排气微粒引起氧化反应时的发热量大于上述排气微粒过滤器的散热量。
13.一种车辆的控制装置,其中,具有:
内燃机;
排气净化装置,其具有设置于上述内燃机的排气通路且能够捕集排气中的排气微粒的排气微粒过滤器、以及位于该排气微粒过滤器的下游侧的三元催化器;
氧气供给部,其能够对上述排气微粒过滤器供给氧气;
排气微粒堆积量推定部,其对上述排气微粒过滤器中捕集的排气微粒的堆积量进行推定;
排气微粒过滤器温度检测部,其对上述排气微粒过滤器的温度进行检测;以及
控制部,其在上述排气微粒过滤器中堆积有排气微粒且上述排气微粒过滤器的温度大于或等于规定温度的情况下,在行驶中且上述内燃机停止中将氧气向上述排气微粒过滤器供给。
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