WO2010134212A1 - Appareil de purification d'échappement pour véhicule hybride - Google Patents

Appareil de purification d'échappement pour véhicule hybride Download PDF

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Publication number
WO2010134212A1
WO2010134212A1 PCT/JP2009/059823 JP2009059823W WO2010134212A1 WO 2010134212 A1 WO2010134212 A1 WO 2010134212A1 JP 2009059823 W JP2009059823 W JP 2009059823W WO 2010134212 A1 WO2010134212 A1 WO 2010134212A1
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Prior art keywords
vehicle
engine
exhaust gas
storage catalyst
catalyst
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PCT/JP2009/059823
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English (en)
Japanese (ja)
Inventor
浅沼孝充
西岡寛真
今井大地
中田有香
梅本寿丈
吉田耕平
Original Assignee
トヨタ自動車株式会社
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Priority to PCT/JP2009/059823 priority Critical patent/WO2010134212A1/fr
Publication of WO2010134212A1 publication Critical patent/WO2010134212A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/02—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to oxygen-fed engines
    • F02D21/04—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to oxygen-fed engines with circulation of exhaust gases in closed or semi-closed circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0614—Position of fuel or air injector
    • B60W2510/0619—Air-fuel ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0622—Air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/11—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to an exhaust emission control device for a hybrid vehicle.
  • the engine output is reduced in order to reduce the NO X amount discharged from the combustion chamber.
  • the vehicle driving force by the electric motor is increased so that the vehicle driving force does not decrease.
  • the vehicle driving force is controlled by an electric motor to a hybrid vehicle that adjusts the NO X adsorption amount to the NO X storage catalyst, thereby adsorbing a large amount of the NO X as possible the NO X storing catalyst I am trying to get it.
  • An object of the present invention is to provide an exhaust purifying apparatus for a hybrid vehicle which can satisfactorily purify NO X when the operation of the engine while the vehicle is driving is resumed.
  • an electric device capable of generating a vehicle driving force separately from a vehicle driving force by the engine and generating electric power by the engine is provided, and the vehicle is driven by one or both of the engine and the electric device.
  • the air-fuel ratio is the stoichiometric air-fuel ratio of the exhaust gas air-fuel ratio of the inflowing exhaust gas when the lean of occluding NO X contained in the exhaust gas inflow or becomes rich place the NO X storing catalyst to release the occluded NO X
  • the NO X discharged from the combustion chamber at this time can be purified well.
  • FIG. 1 is an overall view of an internal combustion engine.
  • FIG. 2 is a view for explaining the NO X absorption action.
  • FIG. 3 is a graph showing the relationship between the NO X storage amount and the NO X storage speed.
  • Figure 4 is a diagram illustrating a map of exhaust amount of NO X.
  • FIGS. 5A and 5B are diagrams for explaining the charge amount SOC of the battery.
  • FIG. 6 is a flowchart for performing operation control.
  • FIG. 7 is a flowchart for performing operation control.
  • FIG. 8 is a diagram showing another embodiment of the electric device.
  • FIG. 1 shows an overall view of a compression ignition type internal combustion engine.
  • 1 is an engine body
  • 2 is a combustion chamber of each cylinder
  • 3 is an electronically controlled fuel injection valve for injecting fuel into each combustion chamber
  • 4 is an intake manifold
  • 5 is an exhaust manifold.
  • the intake manifold 4 is connected to the outlet of the compressor 7a of the exhaust turbocharger 7 via the intake duct 6, and the inlet of the compressor 7a is connected to the air cleaner 9 via the intake air amount detector 8 for detecting the intake air amount.
  • the A throttle valve 10 driven by a step motor is disposed in the intake duct 6, and a cooling device 11 for cooling intake air flowing through the intake duct 6 is disposed around the intake duct 6.
  • a cooling device 11 for cooling intake air flowing through the intake duct 6 is disposed around the intake duct 6.
  • the engine cooling water is guided into the cooling device 11, and the intake air is cooled by the engine cooling water.
  • the exhaust manifold 5 is connected to the inlet of the exhaust turbine 7 b of the exhaust turbocharger 7, and the outlet of the exhaust turbine 7 b is connected to the NO X storage catalyst 13 via the exhaust pipe 12.
  • Temperature sensor 14 for detecting the temperature of the NO X storing catalyst 13 is attached to the the NO X storing catalyst 13.
  • the exhaust manifold 5 and the intake manifold 4 are connected to each other via an exhaust gas recirculation (hereinafter referred to as EGR) passage 15, and an electronically controlled EGR control valve 16 is disposed in the EGR passage 15.
  • EGR exhaust gas recirculation
  • a cooling device 17 for cooling the EGR gas flowing in the EGR passage 15 is disposed around the EGR passage 15.
  • the engine cooling water is guided into the cooling device 17, and the EGR gas is cooled by the engine cooling water.
  • each fuel injection valve 3 is connected to a common rail 19 through a fuel supply pipe 18. Fuel is supplied into the common rail 19 from an electronically controlled fuel pump 20 with variable discharge amount, and the fuel supplied into the common rail 20 is supplied to the fuel injection valve 3 through each fuel supply pipe 18.
  • the transmission 21 is connected to the output shaft of the engine, and the electric motor 23 is connected to the output shaft 22 of the transmission 21. In this case, in the embodiment shown in FIG.
  • a normal stepped automatic transmission having a torque converter is used as the transmission 21.
  • the electric motor 23 connected to the output shaft 22 of the transmission 21 constitutes an electric device that can generate a vehicle driving force separately from the vehicle driving force by the engine and can generate electric power by the engine.
  • the electric motor 23 is mounted on a rotor 24 mounted on the output shaft 22 of the transmission 21 and a plurality of permanent magnets mounted on the outer peripheral surface, and an exciting coil for forming a rotating magnetic field.
  • an AC synchronous motor including the stator 25 The excitation coil of the stator 25 is connected to a motor drive control circuit 26, and this motor drive control circuit 26 is connected to a battery 27 that generates a DC high voltage.
  • the electronic control unit 30 is composed of a digital computer, and is connected to each other by a bidirectional bus 31.
  • Output signals of the intake air amount detector 8 and the temperature sensor 14 are input to the input port 35 via the corresponding AD converters 37 respectively.
  • various signals representing the gear position of the transmission 21 and the rotation speed of the output shaft 22 are input to the input port 35.
  • a load sensor 41 that generates an output voltage proportional to the depression amount L of the accelerator pedal 40 is connected to the accelerator pedal 40, and the output voltage of the load sensor 41 is input to the input port 35 via the corresponding AD converter 37. Is done.
  • a crank angle sensor 36 that generates an output pulse every time the crankshaft rotates, for example, 10 ° is connected to the input port 35.
  • the output port 36 is connected to the fuel injection valve 3, the step motor for driving the throttle valve 10, the EGR control valve 16, the fuel pump 20, the transmission 21, and the motor drive control circuit 26 through corresponding drive circuits 38. .
  • the DC high voltage of the battery 27 is converted into a three-phase alternating current having a frequency fm and a current value Im in the motor drive control circuit 26, and this three-phase alternating current is supplied to the exciting coil of the stator 25.
  • This frequency fm is a frequency necessary for rotating the rotating magnetic field generated by the exciting coil in synchronization with the rotation of the rotor 24, and this frequency fm is calculated by the CPU 34 based on the rotational speed of the output shaft 22.
  • the frequency fm is set as a three-phase AC frequency.
  • the output torque of the electric motor 23 is substantially proportional to the three-phase AC current value Im.
  • the current value Im is calculated by the CPU 34 based on the required output torque of the electric motor 23, and the motor drive control circuit 26 sets the current value Im as a three-phase AC current value. Further, when the electric motor 23 is driven by an external force, the electric motor 23 operates as a generator, and the electric power generated at this time is regenerated in the battery 27. Whether or not the electric motor 23 should be driven by an external force is determined according to the operating state of the engine. When it is determined that the electric motor 23 should be driven by an external force, the electric power generated in the electric motor 23 by the motor control circuit 26 Is regenerated by the battery 27. First, the NO X storage catalyst 13 shown in FIG. 1 will be described.
  • a noble metal catalyst 46 is dispersedly supported on the surface of the catalyst carrier 45, and a layer of NO X absorbent 47 is formed on the surface of the catalyst carrier 45.
  • platinum Pt is used as the noble metal catalyst 46
  • the constituents of the NO X absorbent 47 are, for example, alkali metals such as potassium K, sodium Na, cesium Cs, barium Ba, calcium Ca. At least one selected from alkaline earths such as these, lanthanum La, and rare earths such as yttrium Y is used.
  • the NO X absorbent 47 air absorbs NO X when the lean, the oxygen concentration in the exhaust gas performs the absorbing and releasing action of the NO X that releases NO X absorbed and reduced. That is, the case where barium Ba is used as a component constituting the NO X absorbent 47 will be described as an example.
  • the air-fuel ratio of the exhaust gas is lean, that is, when the oxygen concentration in the exhaust gas is high, it is contained in the exhaust gas. As shown in FIG.
  • NO is oxidized on platinum Pt 46 to become NO 2 , and then absorbed into the NO X absorbent 47 and combined with barium carbonate BaCO 3 to absorb NO X in the form of nitrate ions NO 3 ⁇ . It diffuses into the agent 47. In this way, NO X is absorbed in the NO X absorbent 47.
  • Exhaust oxygen concentration in the gas is NO 2 with high long as the surface of the platinum Pt46 are generated, the NO X absorbent 47 of the NO X absorbing capacity so long as NO 2 not to saturate is absorbed in the NO X absorbent 47 nitrate ions NO 3 - are produced.
  • NO X storing catalyst 13 air-fuel ratio of the exhaust gas flowing into the reaction for the oxygen concentration in the exhaust gas is rich or the stoichiometric air-fuel ratio decreases the reverse (NO 3 - ⁇ NO 2) the process proceeds, the NO X absorbent in the 47 nitrate ions NO 3 and thus - are released from the NO X absorbent 47 in the form of NO 2. Next, the released NO X is reduced by unburned HC and CO contained in the exhaust gas.
  • NO X in the exhaust gas is absorbed into the NO X absorbent 47.
  • the exhaust gas is supplied by supplying additional fuel from the fuel injection valve 3 into the combustion chamber 2 before the absorption capacity of the NO X absorbent 47 is saturated, for example, in the first half of the expansion stroke. of the air-fuel ratio temporarily rich and thereby so that to release NO X from the NO X absorbent 47.
  • FIG. 3 the relationship between the NO X storage speed, i.e.
  • FIG. 3 shows that the amount of NO X that can be stored in the NO X storage catalyst 13 per unit time increases as the NO X storage amount decreases.
  • the NO X storage amount to the NO X storage catalyst 13 is estimated from the map.
  • the vehicle is driven by the electric motor 23 as much as possible as long as the charge amount SOC of the battery 27 is sufficient.
  • a lower limit value SC 1 and the upper limit value SC 2 is set in advance as shown in FIG. 5 (A) as a criterion for determining whether the state of charge SOC of the battery 27 is sufficient, these lower or to drive the vehicle is determined by the value SC 1 and the upper limit value SC of whether the electric motor 23 for driving the vehicle by the engine based on 2.
  • the vehicle driving by the agency from the vehicle drive by an electric motor 23 is started the operation of the engine when the state of charge SOC have been performed driven by the electric motor 23 becomes lower than the lower limit value SC 1 in the embodiment according to the present invention Switched.
  • the electric motor 23 is switched to generate power.
  • different driving methods in accordance with the vehicle driving force that is required when the state of charge SOC of the battery 27 exceeds the upper limit value SC 2 is taken. That is, when the vehicle can be driven only by the electric motor 23 at this time, the operation of the engine is stopped and the driving of the vehicle by the electric motor 23 is started. On the other hand, when the vehicle cannot be driven only by the electric motor 23 at this time, the operation of the engine is continued, and the vehicle is driven by both the engine and the electric motor 23. At this time, the shortage of the vehicle driving force by the electric motor 23 is compensated by the engine.
  • the charge amount SOC is calculated by integrating the charge / discharge current I of the battery 27, for example.
  • FIG. 5B shows an example of a charge amount calculation routine executed by interruption every fixed time.
  • the charge / discharge current I of the battery 27 is added to the charge amount SOC every fixed time. This current value I is positive during charging and negative during discharging.
  • the NO X storage per unit time the NO X storing catalyst 13 as can be seen from Figure 3 the NO X storage amount is large of the catalyst 13 becomes less the amount of NO X can be occluded, at this time was thus the NO X storing catalyst 13 A large amount of NO X will pass through.
  • the reducing amount of NO X slip through the NO X storing catalyst 13 is necessary to reduce the amount of NO X stored in the NO X storing catalyst 13 at the time of restarting operation of the engine. Therefore, in the present invention, when the operation of the engine is stopped and the driving of the vehicle by the electric motor 23 is started, the NO X storage amount stored in the NO X storage catalyst 13 is larger than the predetermined storage amount.
  • NO X storage amount in the NO X storage catalyst 13 becomes zero when the engine is restarted, and thus is discharged from the combustion chamber 2 at this time.
  • NO X is favorably stored in the NO X storage catalyst 13.
  • the air-fuel ratio of the exhaust gas flowing into the NO X storage catalyst 13 is made rich when the NO X storage catalyst 13 is not activated.
  • the NO X storage amount stored in the NO X storage catalyst 13 when the operation of the engine is stopped and the driving of the vehicle by the electric motor 23 is started is based on the predetermined storage amount. perform the action of raising the temperature of the nO X storing catalyst 13 when the number and the nO X storing catalyst 13 also is not activated, the air-fuel ratio of the exhaust gas the nO X storing catalyst 13 flows into the nO X storing catalyst 13 after activation It is made rich to release NO X from the NO X storage catalyst 13.
  • the temperature of the NO X storage catalyst 13 is detected by the temperature sensor 14, the NO X storage amount is larger than a predetermined storage amount, and the NO X storage catalyst 13 temperature the action of raising the temperature of the NO X storage catalyst 13 is performed when a predetermined lower than the activation temperature, the NO X storing catalyst 13 after the temperature of the NO X storing catalyst 13 has reached a predetermined activation temperature
  • the air-fuel ratio of the exhaust gas flowing into the engine is made rich.
  • the operation control routine will be described with reference to FIGS. This routine is executed by interruption every predetermined time. Referring to FIG. 6, the discharge amount of NO X NOXA is calculated from the map shown in FIG. 4, first, at step 50.
  • step 51 this exhausted NO X amount is added to the NO X storage amount ⁇ NOX stored in the NO X storage catalyst 13.
  • step 52 it is judged if the EV travel flag indicating that the vehicle should be traveled by only the electric motor 23 or by both the electric motor 23 and the engine is set. When the EV traveling flag is not set, the routine proceeds to step 53. Charge SOC of step 53 the battery 27 whether exceeds the upper limit value SC 2 is discriminated. The vehicle is driven only by the engine proceeds to step 54 when the SOC ⁇ SC 2. At this time, the electric motor 23 generates a power.
  • the air-fuel ratio of the exhaust gas flowing into the NO X storing catalyst 13 by the rich to release NO X from the NO X storing catalyst 13 when exceeding the allowable value the NO X storage amount ⁇ NOX step 55 is predetermined A NO X release process is performed. If NO X emission process is performed ⁇ NOX is set to zero. On the other hand, it is set EV travel flag proceeds to step 56 when the state of charge SOC is determined to exceed the upper limit value SC 2 in step 53, then the routine proceeds to step 57. When the EV running flag is set, the process jumps from step 52 to step 57 in the next processing cycle.
  • step 57 the state of charge SOC is determined whether it is lower than the lower limit value SC 1 is when SOC ⁇ SC 1 jumps to step 59.
  • EV traveling flag proceeds to step 58 becomes a SOC ⁇ SC 1 is reset, then the routine proceeds to step 59.
  • the routine proceeds from step 52 to step 54 through step 53. Therefore the process proceeds to step 59 after a SOC> SC 2, it until SOC ⁇ SC 1.
  • step 59 it is determined whether or not the vehicle can be driven only by the electric motor 23 from the required vehicle driving force, that is, whether or not the vehicle can be driven only by the electric motor 23.
  • step 60 the routine proceeds to step 60 where the vehicle is driven by the electric motor 23 and the engine. At this time, the shortage of the vehicle driving force by the electric motor 23 is compensated by the output of the engine. Then the air-fuel ratio of the exhaust gas flowing into the NO X storing catalyst 13 by the rich to release NO X from the NO X storing catalyst 13 when exceeding the allowable value the NO X storage amount ⁇ NOX step 61 is predetermined A NO X release process is performed. On the other hand, when it is judged that the vehicle can travel only by the electric motor 23 in step 59 whether less than occluded amount NX of the NO X storage amount ⁇ NOX proceeds to step 62 is predetermined or not.
  • the storage amount NX is an amount the NO X storage speed is very high a fairly small amount, as shown in FIG. Accordingly, when the NO storage amount ⁇ NOX is smaller than the storage amount NX, it is not necessary to release NO X from the NO X storage catalyst 13, so at this time the routine proceeds to step 63 where the engine is stopped and then the routine proceeds to step 67 to proceed to the electric motor 23. Only traveling is performed. At this time, the transmission 21 is in a neutral state.
  • the NO X storage amount ⁇ NOX stored in the NO X storage catalyst 13 when the operation of the engine is stopped and the driving of the vehicle by the electric motor 23 is started is determined in advance.
  • step 62 When the stored amount is smaller than the storage amount NX, the driving of the vehicle by the electric motor 23 is started without making the air-fuel ratio of the exhaust gas flowing into the NO X storage catalyst 13 rich.
  • step 64 when it is determined in step 62 that the NO X storage amount ⁇ NOX is larger than the storage amount NX, the routine proceeds to step 64, where it is determined whether or not the temperature TC of the NO X storage catalyst 13 is lower than the activation temperature T 0.
  • TC ⁇ T 0 that is, when the NO X storage catalyst 13 is activated, the routine proceeds to step 65 where the engine is stopped, and in step 66, NO X release processing is performed when the engine stops.
  • the fuel injection valve 3 toward the combustion chamber 2 is supplied additional fuel in the first half late expansion stroke, the air-fuel ratio of the exhaust gas thereby flowing into the NO X storing catalyst 13 Is made rich.
  • the exhaust gas having a rich air-fuel ratio flows slowly through the NO X storage catalyst 13, so that the NO X release and reduction actions are performed satisfactorily.
  • the routine proceeds to step 67 where the running of the vehicle by the electric motor 23 is started.
  • the routine proceeds to step 68 where temperature increase control of the NO X storage catalyst 13 is performed.
  • the temperature increase control of the NO X storage catalyst 13 is performed, for example, by increasing the engine output and increasing the exhaust gas temperature.
  • the electric motor 23 is used as a generator, and the increase in engine output is consumed by the power generation action of the electric motor 23.
  • the routine proceeds from step 64 to step 65, where the engine is stopped, and in step 66, NO X release processing is performed.
  • the NO X storage amount ⁇ NOX continues to increase while the temperature increase control of the NO X storage catalyst 13 is performed, and when the NO X release process is performed, the increased stored NO X can be reduced. The amount of additional fuel supplied into the combustion chamber 2 is increased.
  • the electric device includes a pair of motor generators 70 and 71 that operate as an electric motor and a generator, and a planetary gear mechanism 72.
  • the planetary gear mechanism 72 includes a sun gear 73, a ring gear 74, a planetary gear 75 disposed between the sun gear 73 and the ring gear 74, and a planetary carrier 76 that carries the planetary gear 75.
  • the sun gear 73 is connected to the rotation shaft 77 of the motor generator 71, and the planetary carrier 76 is connected to the output shaft 78 of the engine 1.
  • the ring gear 74 is connected to a rotating shaft 79 of the motor generator 70 on the one hand, and connected to an output shaft 80 connected to a driving wheel on the other hand via a belt 81. Therefore, it can be seen that when the ring gear 74 rotates, the output shaft 80 is rotated accordingly.
  • the motor generator 70 mainly operates as an electric motor
  • the motor generator 71 mainly operates as a generator
  • the operation of the engine 1 is performed. And the vehicle can be driven by the motor generator 70.
  • the motor generator 70 when the motor generator 70 is rotated, the ring gear 74 is rotated, and the rotational force of the ring gear 74 is transmitted to the output shaft 80 via the belt 81, thereby driving the vehicle.
  • the planetary carrier 76 since the planetary carrier 76 does not rotate at this time, when the ring gear 74 rotates, the sun gear 73 is rotated, and at this time, the motor generator 71 rotates idly.
  • the rotational force of the planetary carrier 76 is added to the rotational force of the ring gear 74. Further, when the vehicle is driven by the engine 1 and power is generated by the motor generator 71, the motor generator 70 idles.

Abstract

Selon l'invention, un catalyseur de stockage de NOX (13) est disposé à l'intérieur de la tubulure d'échappement d'un moteur (1) de véhicule hybride pouvant être entraîné par un moteur (1) à combustion interne et/ou un moteur électrique (23). Le catalyseur de stockage de NOX (13) absorbe le NOX contenu dans l'échappement lorsque le rapport air/carburant du gaz d'échappement entrant est pauvre, et décharge le NOX absorbé lorsque le rapport air/carburant du gaz d'échappement entrant est riche. Si la quantité de NOX absorbé par le catalyseur de stockage de NOX (13) est supérieure à une quantité prédéterminée lorsqu'on arrête le fonctionnement du moteur à combustion interne et qu'on démarre l'entraînement à l'aide du moteur électrique, on décharge le NOX à partir du catalyseur de stockage de NOX (13) en amenant le rapport air/carburant du gaz d'échappement s'écoulant dans le catalyseur de stockage de NOX (13) à être riche.
PCT/JP2009/059823 2009-05-22 2009-05-22 Appareil de purification d'échappement pour véhicule hybride WO2010134212A1 (fr)

Priority Applications (1)

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PCT/JP2009/059823 WO2010134212A1 (fr) 2009-05-22 2009-05-22 Appareil de purification d'échappement pour véhicule hybride

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2009/059823 WO2010134212A1 (fr) 2009-05-22 2009-05-22 Appareil de purification d'échappement pour véhicule hybride

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WO2010134212A1 true WO2010134212A1 (fr) 2010-11-25

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114341476A (zh) * 2019-08-02 2022-04-12 日产自动车株式会社 内燃机的控制方法以及内燃机的控制装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000104597A (ja) * 1998-09-30 2000-04-11 Honda Motor Co Ltd 内燃機関の排気ガス浄化装置
JP2005006378A (ja) * 2003-06-10 2005-01-06 Isuzu Motors Ltd ハイブリッドエンジン
JP2006132506A (ja) * 2004-11-09 2006-05-25 Toyota Motor Corp 車両用内燃機関の燃料噴射制御装置
JP2006200362A (ja) * 2005-01-17 2006-08-03 Toyota Motor Corp ハイブリッド車両における排気浄化装置
JP2008087516A (ja) * 2006-09-29 2008-04-17 Toyota Motor Corp ハイブリッド車両およびハイブリッド車両の走行制御方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000104597A (ja) * 1998-09-30 2000-04-11 Honda Motor Co Ltd 内燃機関の排気ガス浄化装置
JP2005006378A (ja) * 2003-06-10 2005-01-06 Isuzu Motors Ltd ハイブリッドエンジン
JP2006132506A (ja) * 2004-11-09 2006-05-25 Toyota Motor Corp 車両用内燃機関の燃料噴射制御装置
JP2006200362A (ja) * 2005-01-17 2006-08-03 Toyota Motor Corp ハイブリッド車両における排気浄化装置
JP2008087516A (ja) * 2006-09-29 2008-04-17 Toyota Motor Corp ハイブリッド車両およびハイブリッド車両の走行制御方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114341476A (zh) * 2019-08-02 2022-04-12 日产自动车株式会社 内燃机的控制方法以及内燃机的控制装置
CN114341476B (zh) * 2019-08-02 2023-12-26 日产自动车株式会社 内燃机的控制方法以及内燃机的控制装置

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