WO2012104985A1 - 車両および触媒装置の温度制御方法 - Google Patents
車両および触媒装置の温度制御方法 Download PDFInfo
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- WO2012104985A1 WO2012104985A1 PCT/JP2011/051982 JP2011051982W WO2012104985A1 WO 2012104985 A1 WO2012104985 A1 WO 2012104985A1 JP 2011051982 W JP2011051982 W JP 2011051982W WO 2012104985 A1 WO2012104985 A1 WO 2012104985A1
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- temperature
- ehc
- catalyst device
- catalyst
- engine
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- 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
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
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- 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
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
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- 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
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- 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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
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- 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
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- 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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- 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
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- 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
Definitions
- the present invention relates to a temperature control method for a vehicle and a catalyst device, and more particularly to a temperature estimation technique for a catalyst device configured to be electrically heated and for purifying exhaust gas of an internal combustion engine.
- a vehicle equipped with an internal combustion engine is provided with a catalyst device for purifying exhaust gas. Since this catalyst device does not exhibit an effect unless the temperature rises to some extent, it is arranged near the internal combustion engine so that the temperature immediately rises.
- EHC electrically heated catalyst
- Patent Document 1 discloses a vehicle equipped with EHC.
- JP 2000-220442 A JP 2009-191681 A JP-A-6-173663 JP 2005-127285 A
- the temperature of the EHC is estimated based on the output of an exhaust gas temperature sensor provided downstream of the EHC and the amount of fuel supplied to the engine.
- a vehicle equipped with a driving motor such as a hybrid car may repeatedly start and stop the internal combustion engine during driving as necessary.
- the exhaust gas temperature sensor output does not correctly reflect the EHC temperature because there is no exhaust. For this reason, the opportunity to start the internal combustion engine in a state in which the temperature of the catalyst device cannot be controlled correctly increases, and the catalytic effect is not sufficiently exhibited, which may increase the time for carbon monoxide and hydrocarbons to be released into the exhaust gas. .
- the hybrid vehicle is equipped with a high voltage battery, and it is assumed that power supply to the EHC is performed from this high voltage battery.
- the portion to which the voltage of the high voltage battery is supplied is required to maintain insulation from the vehicle body ground. Since the exhaust pipe is coupled to the body ground, it is difficult to ensure insulation from the exhaust pipe while applying a voltage from the high-voltage battery to the EHC heater and catalyst accommodated therein. For this reason, ensuring insulation is also a problem for the temperature sensor.
- EHC electrowetting glass
- ceramics or the like is used for the catalyst carrier, and when the temperature sensor is inserted from the exhaust pipe, stress may be generated due to the difference in thermal expansion coefficient and the EHC may be damaged. Therefore, it is difficult to insert the temperature sensor into the EHC.
- An object of the present invention is to provide a vehicle and a catalyst device temperature control method in which the accuracy of EHC temperature control is improved and the catalytic effect is improved.
- the present invention is a vehicle, which is an internal combustion engine, configured to be electrically heated, a catalyst device for purifying exhaust gas of the internal combustion engine, a temperature sensor for detecting the temperature of the catalyst device, And a control device for controlling the temperature of the catalyst device.
- the control device includes a first estimation process for estimating the temperature of the catalyst device based on the output of the temperature sensor before starting the internal combustion engine, and the temperature of the catalyst device based on the exhaust gas temperature from the internal combustion engine after the internal combustion engine is started.
- the temperature of the catalyst device is estimated by executing the second estimation process for estimating the power supply to the catalyst device.
- the second estimation process has a smaller temperature estimation error than the first estimation process, and the control device changes the energized power based on the difference in the temperature estimation error.
- the control device estimates the estimated temperature of the catalyst device than when the estimated temperature of the catalyst device is estimated by the first estimation process.
- the energization power is controlled so that is close to the target temperature.
- the temperature sensor is arranged so as not to contact the catalyst device in the vicinity of the catalyst device in an exhaust passage for discharging exhaust gas to the outside of the vehicle via the catalyst device.
- the control device determines the exhaust gas temperature based on the temperature measured by the temperature sensor after the internal combustion engine is started.
- the present invention is a temperature control method for a catalyst device configured to be electrically heated and purifying exhaust gas of an internal combustion engine, and based on an output of a temperature sensor before starting the internal combustion engine
- the accuracy of controlling the temperature of EHC can be improved and the catalytic effect can be improved.
- FIG. 1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. It is sectional drawing which showed schematic structure of EHC140 along the extension direction of the exhaust pipe of FIG. It is a 1st flowchart for demonstrating energization control of EHC. It is a 2nd flowchart for demonstrating the energization control of EHC. It is an operation
- movement waveform diagram for demonstrating an example in which the temperature control of the catalyst of this Embodiment was performed.
- FIG. 1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention.
- hybrid vehicle 1 includes an engine 10, a motor generator MG ⁇ b> 1, a motor generator MG ⁇ b> 2, a power split mechanism 40, a speed reducer 50, and drive wheels 80.
- the engine 10 is an internal combustion engine that generates a driving force for rotating a crankshaft by combustion energy generated when an air-fuel mixture sucked into a combustion chamber is combusted.
- Motor generator MG1 and motor generator MG2 are AC motors, for example, three-phase AC synchronous motors.
- Hybrid vehicle 1 travels by driving force output from at least one of engine 10 and motor generator MG2.
- the driving force generated by the engine 10 is divided into two paths by the power split mechanism 40. That is, one is a path through which the driving force is transmitted to the drive wheels 80 via the reduction gear 50, and the other is a path through which the driving force is transmitted to the motor generator MG1.
- the power split mechanism 40 includes a planetary gear composed of a sun gear, a pinion gear, a carrier, and a ring gear.
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10.
- the sun gear is coupled to the rotation shaft of motor generator MG1.
- the ring gear is connected to the rotation shaft of motor generator MG2 and speed reducer 50.
- engine 10, motor generator MG1 and motor generator MG2 are connected via power split mechanism 40, so that the rotational speeds of engine 10, motor generator MG1 and motor generator MG2 are connected in a straight line in the nomograph. Become a relationship.
- Hybrid vehicle 1 further includes a motor drive unit 75.
- Motor drive unit 75 includes an inverter 60, a smoothing capacitor C ⁇ b> 1, a voltage converter 90, and a power storage device 70.
- the inverter 60 controls driving of the motor generator MG1 and the motor generator MG2.
- Motor generator MG1 generates power using the power of engine 10 divided by power split device 40. Electric power generated by motor generator MG 1 is converted from alternating current to direct current by inverter 60 and stored in power storage device 70.
- Motor generator MG2 generates a driving force using at least one of the electric power stored in power storage device 70 and the electric power generated by motor generator MG1. Then, the driving force of motor generator MG ⁇ b> 2 is transmitted to driving wheels 80 via reduction gear 50.
- the drive wheel 80 is shown as a front wheel, but the rear wheel may be driven by the motor generator MG2 instead of the front wheel or together with the front wheel.
- motor generator MG2 When the vehicle is braked, the motor generator MG2 is driven by the drive wheels 80 via the speed reducer 50, and the motor generator MG2 operates as a generator. Thereby, motor generator MG2 also functions as a regenerative brake that converts the kinetic energy of the vehicle into electric power. Electric power generated by motor generator MG ⁇ b> 2 is stored in power storage device 70.
- a secondary battery such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery, or a large-capacity capacitor such as an electric double layer capacitor can be used.
- the inverter 60 includes an inverter 60-1 and an inverter 60-2. Inverter 60-1 and inverter 60-2 are connected in parallel to voltage converter 90.
- the inverter 60-1 is provided between the voltage converter 90 and the motor generator MG1. Inverter 60-1 controls driving of motor generator MG1 based on a control signal S1 from an electronic control unit (Electronic Control Unit, hereinafter referred to as "ECU") 150.
- ECU Electronic Control Unit
- Inverter 60-2 is provided between voltage converter 90 and motor generator MG2. Inverter 60-2 controls driving of motor generator MG2 based on control signal S2 from ECU 150.
- Voltage converter 90 performs voltage conversion between power storage device 70 and inverter 60.
- Voltage converter 90 boosts the voltage of power storage device 70 (more precisely, the voltage between power supply line PL0 and ground line GL0) to a target voltage value indicated by control signal S3 from ECU 150, and inverter 60 Output to.
- the voltage hereinafter also referred to as “high-voltage DC voltage VH” or simply “voltage VH”
- VH high-voltage DC voltage
- the smoothing capacitor C1 is connected between the power supply wiring PL1 and the ground wiring GL1.
- the ground wiring GL1 and the ground wiring GL0 are connected inside the voltage converter 90.
- the smoothing capacitor C1 smoothes the DC voltage VH on the high voltage side.
- the exhaust gas discharged from the engine 10 is discharged to the atmosphere through the exhaust passage 130.
- an electrically heated catalyst (EHC) 140 is provided in the middle of the exhaust passage 130.
- the EHC 140 is configured such that a catalyst for purifying exhaust gas can be electrically heated.
- the EHC 140 is connected to the EHC power source 100 and heats the catalyst with the power supplied from the EHC power source 100.
- Various known EHCs can be applied to the EHC 140.
- the EHC power supply 100 is provided between the EHC 140 and the power storage device 70.
- EHC power supply 100 is connected to power storage device 70 in parallel with voltage converter 90.
- EHC power supply 100 adjusts the electric power supplied from power storage device 70 to EHC 140 based on control signal S5 from ECU 150. For example, when the temperature Tehc of the EHC 140 is lower than a predetermined temperature and the purification performance of the EHC 140 is lower than the target level, the ECU 150 controls the EHC power supply 100 to supply electric power from the power storage device 70 to the EHC 140. Thereby, the EHC 140 is driven and the catalyst provided in the EHC 140 is heated, so that the purification performance is improved.
- the EHC power supply 100 can change the voltage supplied to the EHC 140 based on the control signal S5.
- the EHC power supply 100 is configured to supply, for example, the voltage (for example, 200V) of the power storage device 70 as it is, or to supply the voltage (for example, 50 to 60V) obtained by stepping down the voltage of the power storage device 70.
- the hybrid vehicle 1 further includes a current sensor 120, a voltage sensor 121, rotational speed sensors 122, 123, and 124, and temperature sensors 125 and 126.
- the voltage sensor 121 measures the voltage VB between the terminals of the power storage device 70. Temperature sensor 126 detects temperature TB of power storage device 70. Current sensor 120 detects current IB flowing through power storage device 70 in order to monitor the state of charge (SOC: State Of Charge) of power storage device 70 together with voltage sensor 121.
- SOC State Of Charge
- Rotational speed sensors 122, 123, and 124 detect rotational speed Ne of engine 10, rotational speed Nm1 of motor generator MG1, and rotational speed Nm2 of motor generator MG2, respectively.
- the temperature sensor 125 detects the temperature Tehc of the EHC 140. Each of these sensors transmits a detection result to ECU 150.
- the ECU 150 includes a CPU (Central Processing Unit) (not shown) and a memory, and is configured to execute predetermined arithmetic processing based on a map and a program stored in the memory. Alternatively, at least a part of the ECU 150 may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.
- a CPU Central Processing Unit
- ECU 150 generates the above-described control signals S1 to S5 based on information from each sensor and the like, and outputs the generated control signals S1 to S5 to each device. For example, ECU 150 sets torque command value Tgcom of motor generator MG1 and torque command value Tmcom of motor generator MG2 based on information from each sensor and the like, and a control signal for matching torque Tg of motor generator MG1 with torque command value Tgcom. A control signal S2 for causing S1 and torque Tm of motor generator MG2 to coincide with torque command value Tmcom is generated and output to inverter 60-1 and inverter 60-2, respectively. The ECU 150 sets a command value for the fuel injection amount of the engine 10 based on information from each sensor, etc., and generates a control signal S4 that matches the actual fuel injection amount of the engine 10 with the command value. Output to.
- FIG. 2 is a cross-sectional view showing a schematic configuration of the EHC 140 along the extending direction of the exhaust pipe of FIG.
- EHC 140 includes a case 410, an insulating member 420, an EHC carrier 430, temperature sensors 125A and 125B, a positive electrode 450, a positive electrode coating portion 460, a negative electrode 470, and a negative electrode coating portion 480. Is done.
- the EHC 140 is an example of an electrically heated catalyst device.
- the case 410 is a housing of the EHC 140 made of a metal material such as stainless steel, and is connected to the exhaust passage 130 of FIG. 1 via a connecting member (not shown) at the upstream and downstream ends thereof. Yes.
- the insulating member 420 is installed so as to cover the inner peripheral surface of the case 410, and has heat insulation and electrical insulation.
- an insulating material such as alumina is used.
- the EHC carrier 430 is a conductive catalyst carrier in which a cross section perpendicular to the exhaust direction has a honeycomb shape.
- the carrier means a substance that serves as a base for fixing (supporting) a substance exhibiting adsorption or catalytic activity.
- the EHC carrier 430 carries an oxidation catalyst (not shown) so that the exhaust gas passing through the EHC 430 can be appropriately purified.
- the catalyst supported on the EHC carrier 430 may be a three-way catalyst.
- the positive electrode 450 is an electrode for applying a positive voltage, one end of which is fixed in the vicinity of the end of the EHC carrier 430 on the exhaust upstream side. The other end of the positive electrode 450 is connected to the EHC power source 100 of FIG.
- the positive electrode 450 is partially covered with a resin-made positive electrode coating 460 having electrical insulation, and the case 410 and the positive electrode 450 are maintained in an electrically insulated state.
- the upstream temperature sensor 125A is a sensor that is arranged in the exhaust pipe upstream of the EHC carrier 430 and configured to detect the temperature in the vicinity of the EHC carrier 430.
- the upstream temperature sensor 125A is electrically connected to the ECU 150 of FIG. 1, and the detected temperature is referred to by the ECU 150 at a constant or indefinite period.
- the negative electrode 470 is an electrode for supplying a reference potential whose one end is fixed in the vicinity of the end of the EHC carrier 430 on the exhaust downstream side. The other end of the negative electrode 470 is connected to the EHC power supply 100 of FIG.
- the negative electrode 470 is partially covered with a resin-made negative electrode coating 480 having electrical insulation, and the case 410 and the negative electrode 470 are maintained in an electrically insulated state.
- the downstream temperature sensor 125B is a sensor that is arranged in the exhaust pipe downstream of the EHC carrier 430 and configured to detect the temperature in the vicinity of the EHC carrier 430.
- the downstream temperature sensor 125B is electrically connected to the ECU 150, and the detected temperature is referred to by the ECU 150 at a constant or indefinite period.
- the EHC 140 having such a configuration, when a positive applied voltage is applied to the positive electrode 450 with reference to the potential of the negative electrode 470, a current flows through the conductive EHC carrier 430 and the EHC carrier 430 generates heat. Due to this heat generation, the temperature of the oxidation catalyst supported on the EHC carrier 430 is increased, and the EHC 140 quickly shifts to the catalyst active state.
- the configuration of the EHC 140 is merely an example, and for example, the configuration of the EHC carrier and the arrangement and control mode of each electrode may be various known modes.
- the EHC carrier 430 for the purpose of sufficiently securing the heat capacity.
- the applied voltage tends to increase inevitably when the temperature of the EHC is low.
- the EHC using the power storage device 70 in FIG. The drive voltage is set to a relatively high voltage of about 200 V during normal driving for the purpose of warming up the catalyst by supplying power from the power source 100.
- the EHC power source 100 of FIG. 1 is electrically connected to the positive and negative electrodes of the EHC 140, and is configured to be able to supply the DC drive voltage Vehc to the positive electrode 450.
- a drive current Iehc corresponding to the DC drive voltage Vehc is generated in the EHC carrier 430, and the EHC carrier 430 generates heat according to the amount of heat generated by the drive current Iehc and the electric resistance Rehc of the EHC carrier 430.
- the EHC power supply 100 in FIG. 1 includes a DC-DC converter, and this DC drive voltage Vehc can supply not only the high voltage of 200 V, which is the normal drive voltage described above, but also a low voltage of 50 V or less. Is lying. This type of boosting and lowering action is also controlled by the ECU 150.
- the temperature sensors 125A and 125B are installed apart from the EHC carrier 430 because the stress is generated due to the difference in thermal expansion coefficient when the temperature sensor is inserted into the EHC carrier 430 from the exhaust pipe. This is because it may be damaged.
- the EHC alone may be damaged due to overcurrent in a situation where the estimation accuracy of the EHC temperature is poor.
- the ECU 150 does not use the output of the temperature sensor 125A or 125B as it is as the temperature of the EHC, but expects that there is a large error and does not cause the EHC to be damaged by overcurrent. Apply.
- the ECU 150 estimates the EHC temperature by a highly accurate temperature estimation method. To do. Thereafter, the ECU 150 increases the electric power and applies it to the EHC so that the error becomes small and the EHC is brought to an appropriate temperature.
- FIG. 3 is a first flowchart for explaining energization control of EHC.
- FIG. 4 is a second flowchart for explaining energization control of EHC.
- step S1 when the user starts the vehicle, the vehicle is in a Ready-ON state (step S1), and the processing is started.
- step S2 ECU 150 is based on the detected temperatures of temperature sensors 125A and 125B.
- the catalyst temperature TcatA is estimated.
- the estimation is performed by the estimation process A at this time.
- the estimation process A uses, for example, a process in which one of the temperature sensors 125A and 125B is directly used as the catalyst temperature TcatA, or an average of the temperature sensors 125A and 125B is set as the catalyst temperature TcatA. it can.
- step S3 it is determined whether or not the catalyst temperature TcatA is lower than a threshold value, for example, 300 ° C. If the catalyst temperature TcatA is equal to or higher than a threshold value (for example, 300 ° C.) in step S3, the process returns to step S2. In this case, since the catalyst is warm, the catalyst can process the exhaust gas even if the engine is started immediately. On the other hand, when the catalyst temperature TcatA is lower than a threshold value (for example, 300 ° C.) in step S3, the process proceeds to step S4.
- a threshold value for example, 300 ° C.
- 300 degreeC is an illustration and another temperature may be sufficient as a temperature threshold value.
- step S4 the ECU 150 calculates energization power and energization time.
- the energization power or energization time at this time is determined in consideration of a large error. In other words, in order to prevent the temperature of the catalyst from becoming too high due to over-energization and destroying the catalyst, at least one or both of the energization power and the energization time are determined conservatively considering the large error.
- step S5 the ECU 150 sends an energization command to the EHC power supply 100, and applies the determined energization power to the EHC for the determined energization time.
- step S6 the ECU 150 ends the energization in step S6. Then, the process proceeds to step S7.
- step S7 it is determined whether or not there is an initial engine start request. If the engine start request has not been made since the Ready-ON state has been entered, the process returns to step S2, and the process of estimating the EHC temperature by the estimation process A is repeated.
- step S7 there is a selection that the engine is started immediately after the vehicle is started by the user. In such a case, as soon as the user operates the start switch, the process proceeds from step S7 to step S8.
- step S7 if there is a first engine start request after being in the Ready-ON state, the process proceeds to step S8.
- step S8 ECU 150 starts engine 10. Specifically, ECU 150 causes motor generator MG1 to rotate by inverter 60 and cranks engine 10.
- ECU150 estimates catalyst temperature TcatB using the estimation process B by exhaust gas after the engine 10 starts. Since it takes some time for the estimation process B to be completed, the ECU 150 prohibits the engine 10 from stopping until the estimation process B is completed (NO in step S10), returns the process to step S9, and performs the estimation process B. continue.
- estimation process B for example, a method as described in JP-A-2005-127285, that is, a weighted average of the temperature detected by the upstream temperature sensor 125A and the temperature detected by the upstream temperature sensor 125A is used. And a method of further weighted averaging the weighted average value and the temperature estimated before one estimation cycle can be used.
- the catalyst temperature TcatB estimated by the estimation process B has a smaller error than the catalyst temperature TcatA estimated by the estimation process A.
- step S10 the process proceeds to step S11, and the ECU 150 permits the engine 10 to stop. From this point onward, for example, when the required driving force becomes small and the operation of the engine 10 becomes unnecessary, or when the remaining capacity of the power storage device 70 increases sufficiently as a result of operating the engine 10, the engine 10 stops. Is done.
- step S11 the process proceeds to step S21 in FIG.
- step S21 a process of estimating the catalyst temperature TcatC based on the estimated catalyst temperature TcatB (or TcatC) (estimation process C) is executed.
- a method similar to the estimation process B is adopted as the estimation process C. That is, a method of performing weighted averaging of the temperature detected by the upstream temperature sensor 125A and the temperature detected by the upstream temperature sensor 125A, or a method of performing further weighted averaging of the weighted average value and the temperature estimated before one estimation cycle. Etc. can be used.
- the estimation process C a method of estimating based on the estimated temperature TcatB or TcatC before one estimation cycle and the temperature sensors 125A and 125B can be used.
- the catalyst temperature can be determined by mapping in advance how the estimated temperature before one estimated cycle is cooled at the ambient temperature measured by the temperature sensor 125A or by modeling it. It is possible to estimate. Since the estimation process C performs the estimation process based on the estimated temperature TcatB or TcatC once the error has been reduced, the accuracy is higher than that of the estimation process A.
- step S21 When the estimation process C is completed in step S21, the process proceeds to step S22, and it is determined whether or not the estimated catalyst temperature TcatC is lower than a threshold value (for example, 300 ° C.).
- a threshold value for example, 300 ° C.
- step S22 when the catalyst temperature TcatC is equal to or higher than a threshold value (for example, 300 ° C.), the process returns to step S21 again. In this case, since the catalyst is warm, the catalyst can process the exhaust gas even if the engine is started immediately. On the other hand, when the catalyst temperature TcatC is lower than a threshold value (for example, 300 ° C.) in step S22, the process proceeds to step S23. Note that 300 ° C. is an example, and the temperature threshold value may be another temperature.
- step S23 the ECU 150 calculates energization power and energization time.
- the energization power or energization time at this time is determined in consideration of the fact that the error is smaller than the processing time of step S4. In other words, the energizing power and energizing time are determined so that the catalyst temperature approaches the target temperature as much as possible while preventing the catalyst from becoming too hot due to overcurrent and destroying the catalyst. Is done.
- step S24 the ECU 150 sends an energization command to the EHC power supply 100, and applies the determined energization power to the EHC for the determined energization time.
- step S25 the ECU 150 ends the energization. Then, the process proceeds to step S26.
- step S26 it is determined whether or not the user has performed a switch operation so that the vehicle is set in the Ready-OFF state.
- the process returns to step S21 again, and the estimation of the catalyst temperature by the estimation process C is continued.
- the process proceeds to step S27, and the estimation process ends.
- the estimation process C is continued for a while, and the catalyst temperature TcatC is used as it is when the vehicle is restarted within a predetermined time.
- the estimation process may be started from step S21.
- FIG. 5 is an operation waveform diagram for explaining an example in which the temperature control of the catalyst of the present embodiment is performed.
- the EHC temperature is estimated by the estimation process A (step S2 in FIG. 3), and thus the EHC temperature error is large.
- energization power Pehc for EHC is applied, EHC is preheated, and EHC temperature Tehc is increased.
- the energization power Pehc is set conservatively so as not to overheat.
- an engine start request is generated when the user depresses the accelerator pedal. Then, the engine speed Ne starts to increase and the vehicle speed V also increases. Since exhaust gas is generated when the engine is started, the exhaust temperature before and after passing through the catalyst can be measured by the temperature sensors 125A and 125B. Therefore, at time t1, the estimation process A is continued and the estimation process B is started (step S9 in FIG. 3).
- the engine is running from time t1 to t3 and the vehicle speed is not zero. During this time, exhaust from the engine is present and the catalyst is heated by the heat of the exhaust, so the EHC temperature Tehc further rises. However, the target temperature has not yet been reached.
- the EHC is energized again to heat the catalyst.
- the energization power Pehc can be made larger than the value applied at times t0 to t1.
- the EHC temperature can be made closer to the target temperature.
- a vehicle 1 shown in FIG. 1 is configured to be electrically heated with an engine 10, an electrically heated catalyst (EHC) 140 for purifying exhaust gas of the engine 10, and a temperature sensor 125 for detecting the temperature of the EHC 140. And an ECU 150 that controls the temperature of the EHC 140.
- EHC electrically heated catalyst
- the ECU 150 performs first estimation processing (estimation processing A) for estimating the temperature of the EHC 140 based on the output of the temperature sensor before the engine 10 is started (time t0 to t1), and The second estimation process (estimation processes B and C) for estimating the temperature of the EHC 140 based on the exhaust gas temperature from the engine 10 after the start is executed, thereby estimating the temperature of the EHC 140 and controlling the electric power supplied to the EHC 140. .
- the second estimation process (estimation processes B and C) has a smaller EHC temperature estimation error than the first estimation process (estimation process A), and the ECU 150
- the energization power is changed based on the difference. That is, the energization power Pehc increases after the time t3 rather than the times t0 to t1.
- the ECU 150 performs the first estimation process (estimation process A) when the estimated temperature of the EHC 140 is obtained by the second estimation process (estimation processes B and C) (after time t3 in FIG. 5).
- the energization power is controlled so that the estimated temperature of the EHC 140 approaches the target temperature rather than when the estimated temperature of the EHC 140 is estimated (t0 to t1).
- the temperature sensors 125 ⁇ / b> A and 125 ⁇ / b> B are disposed in the vicinity of the EHC 140 so as not to contact the EHC carrier 430 in the exhaust passage that exhausts exhaust gas to the outside of the vehicle via the EHC 140.
- ECU 150 determines the exhaust gas temperature based on the temperature measured by the temperature sensor after engine 10 is started.
- the present invention is a temperature control method for an EHC 140 (140) configured to be electrically heated and purifying exhaust gas of the engine 10 (10).
- the EHC 140 based on the estimated temperature of the EHC 140 estimated using the first and second methods.
- EHC power supply 120 current sensor, 121 voltage sensor, 122, 123, 124 rotational speed sensor, 125, 125A, 125B, 126 temperature sensor, 130 exhaust passage, 410 case, 420 insulating member, 430 EHC carrier, 450 positive electrode, 460 positive electrode coating, 470 negative electrode, 480 negative electrode coating Part, C1 smoothing capacitor, GL0, GL1 ground wiring, MG1, MG2 motor generator, PL0, PL1 power wiring.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
図1を参照して、ハイブリッド車両1は、エンジン10と、モータジェネレータMG1と、モータジェネレータMG2と、動力分割機構40と、減速機50と、駆動輪80とを含む。
図4は、EHCの通電制御を説明するための第2のフローチャートである。
Claims (5)
- 内燃機関(10)と、
電気加熱可能に構成され、前記内燃機関の排気ガスを浄化するための触媒装置(140)と、
前記触媒装置の温度を検出するための温度センサ(125)と、
前記触媒装置の温度を制御する制御装置(150)とを備え、
前記制御装置は、前記内燃機関の始動前に前記温度センサの出力に基づいて前記触媒装置の温度を推定する第1の推定処理と、前記内燃機関の始動後に前記内燃機関からの排気ガス温度に基づいて前記触媒装置の温度を推定する第2の推定処理とを実行することにより前記触媒装置の温度を推定して前記触媒装置への通電電力を制御する、車両。 - 前記第2の推定処理は、前記第1の推定処理よりも温度推定誤差が小さく、
前記制御装置は、前記温度推定誤差の違いに基づいて前記通電電力を変化させる、請求項1に記載の車両。 - 前記制御装置は、前記第2の推定処理によって前記触媒装置の推定温度が得られたときには、前記第1の推定処理によって前記触媒装置の推定温度を推定しているときよりも、前記触媒装置の推定温度が目標温度に近づくように通電電力を制御する、請求項2に記載の車両。
- 前記温度センサは、前記触媒装置を経由して前記排気ガスを車両外部に排出する排気通路において前記触媒装置の近傍に前記触媒装置に接触しないように配置され、
前記制御装置は、前記内燃機関の始動後に前記温度センサで測定した温度に基づいて前記排気ガス温度を決定する、請求項1に記載の車両。 - 電気加熱可能に構成され、内燃機関(10)の排気ガスを浄化するための触媒装置(140)の温度制御方法であって、
前記内燃機関の始動前に温度センサの出力に基づいて前記触媒装置の温度を推定する第1の方法で温度を推定するステップと、
前記内燃機関の始動後に前記内燃機関からの排気ガス温度に基づいて前記触媒装置の温度を推定する第2の方法で温度を推定するステップと、
前記第1および第2の方法で推定した前記触媒装置の推定温度に基づいて前記触媒装置への通電電力を制御するステップとを備える、触媒装置の温度制御方法。
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EP11857852.5A EP2672084B1 (en) | 2011-02-01 | 2011-02-01 | Vehicle and method for controlling temperature of catalytic device |
JP2012555608A JP5626368B2 (ja) | 2011-02-01 | 2011-02-01 | 車両および触媒装置の温度制御方法 |
PCT/JP2011/051982 WO2012104985A1 (ja) | 2011-02-01 | 2011-02-01 | 車両および触媒装置の温度制御方法 |
US13/979,951 US8925301B2 (en) | 2011-02-01 | 2011-02-01 | Vehicle and method for controlling catalyst device in temperature |
CN201180066646.4A CN103339353B (zh) | 2011-02-01 | 2011-02-01 | 车辆及催化装置的温度控制方法 |
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EP (1) | EP2672084B1 (ja) |
JP (1) | JP5626368B2 (ja) |
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JP2014152676A (ja) * | 2013-02-07 | 2014-08-25 | Hitachi Automotive Systems Ltd | 内燃機関の制御装置 |
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IT201900000603A1 (it) * | 2019-01-15 | 2020-07-15 | Automobili Lamborghini Spa | Sistema di trattamento dei gas di scarico in ingresso ad un dispositivo catalitico |
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