WO2020212719A1 - ハイブリッド車両の制御方法及びハイブリッド車両の制御装置 - Google Patents

ハイブリッド車両の制御方法及びハイブリッド車両の制御装置 Download PDF

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Publication number
WO2020212719A1
WO2020212719A1 PCT/IB2019/000429 IB2019000429W WO2020212719A1 WO 2020212719 A1 WO2020212719 A1 WO 2020212719A1 IB 2019000429 W IB2019000429 W IB 2019000429W WO 2020212719 A1 WO2020212719 A1 WO 2020212719A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
catalyst
canister
hybrid vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2019/000429
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English (en)
French (fr)
Japanese (ja)
Inventor
木村容康
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Nissan Motor Co Ltd
Original Assignee
Renault SAS
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS, Nissan Motor Co Ltd filed Critical Renault SAS
Priority to PCT/IB2019/000429 priority Critical patent/WO2020212719A1/ja
Priority to JP2021514496A priority patent/JP7105414B2/ja
Priority to CN201980095566.8A priority patent/CN113710555B/zh
Priority to EP19924644.8A priority patent/EP3957530B1/en
Priority to US17/604,456 priority patent/US11708806B2/en
Publication of WO2020212719A1 publication Critical patent/WO2020212719A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—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
    • 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
    • F01N3/025—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 using fuel burner or by adding fuel to exhaust
    • F01N3/0253—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 using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • 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
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • 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
    • F01N3/101—Three-way catalysts
    • 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
    • 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
    • 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
    • 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
    • F01N3/2026—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means directly electrifying the catalyst substrate, i.e. heating the electrically conductive catalyst substrate by joule effect
    • 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
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0045—Estimating, calculating or determining the purging rate, amount, flow or concentration
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/089—Layout of the fuel vapour installation
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • 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

Definitions

  • the present invention relates to a hybrid vehicle control method and a hybrid vehicle control device.
  • Evaporated fuel evaporated in the fuel tank is adsorbed on the canister mounted on the vehicle.
  • the evaporated fuel adsorbed on the canister is purged when a predetermined condition is satisfied and supplied to an internal combustion engine or the like.
  • Patent Document 1 when the operating state shifts from a lean operating region in which the air-fuel ratio is larger than the theoretical air-fuel ratio to a rich operating region in which the air-fuel ratio is smaller than the theoretical air-fuel ratio, the evaporated fuel adsorbed on the canister is used. It is introduced to the intake system.
  • Patent Document 1 by introducing the evaporated fuel adsorbed on the canister into the intake system, NOx adsorbed on the NOx catalyst is released to restore (refresh) the function of the NOx catalyst and release from the NOx catalyst. The NOx that has been produced is being reduced.
  • the NOx catalyst of Patent Document 1 is arranged in the exhaust passage of an internal combustion engine, absorbs NOx in an oxygen-excessive atmosphere, and releases NOx as the oxygen concentration decreases.
  • Patent Document 1 the evaporated fuel adsorbed on the canister is purged during the operation of the internal combustion engine (during independent operation) and introduced into the intake passage.
  • the canister is unavoidably purged while the internal combustion engine is operating, and the exhaust fuel introduced by the purge is used. There is a risk that the exhaust performance and combustion stability of the internal combustion engine will deteriorate.
  • the hybrid vehicle of the present invention has a canister that adsorbs the evaporated fuel generated in the fuel tank of the internal combustion engine, and can drive the drive wheels even when the internal combustion engine is stopped.
  • the electric motor connected to the internal combustion engine rotates the internal combustion engine and the exhaust fuel adsorbed on the canister. Is introduced on the upstream side of the exhaust purification catalyst provided in the exhaust passage of the internal combustion engine. Then, the hybrid vehicle adsorbs the introduced evaporated fuel as a reducing agent on the catalyst.
  • the hybrid vehicle it is possible to suppress deterioration of the exhaust performance and combustion stability of the internal combustion engine due to the evaporated fuel introduced by purging, and the exhaust when the internal combustion engine is started (self-sustaining operation).
  • the exhaust purification performance of the purification catalyst can be ensured.
  • FIG. 1 is an explanatory diagram schematically showing an outline of a drive system of a hybrid vehicle 1 to which the present invention is applied.
  • FIG. 2 is an explanatory diagram schematically showing an outline of a system configuration of an internal combustion engine 10 mounted on a hybrid vehicle 1 according to a first embodiment of the present invention.
  • the hybrid vehicle 1 has a drive unit 3 for driving the drive wheels 2 and a power generation unit 4 for generating electric power for driving the drive wheels 2.
  • the drive unit 3 has a drive motor 5 that rotationally drives the drive wheels 2, and a first gear train 6 and a differential gear 7 that transmit the drive force of the drive motor 5 to the drive wheels 2. Power is supplied to the drive motor 5 from a battery (not shown) charged with the power generated by the power generation unit 4.
  • the power generation unit 4 includes a generator 9 as an electric motor for generating electric power supplied to the drive motor 5, an internal combustion engine 10 for driving the generator 9, and a second gear train for transmitting the rotation of the internal combustion engine 10 to the generator 9. It has 11 and.
  • the hybrid vehicle 1 of this embodiment is a so-called series hybrid vehicle that does not use the internal combustion engine 10 as the power of the vehicle. That is, in the hybrid vehicle 1 of the present embodiment, the internal combustion engine 10 is dedicated to power generation, and the drive motor 5 drives the drive wheels 2 to drive the vehicle. That is, the hybrid vehicle 1 of this embodiment can drive the drive wheels 2 even when the internal combustion engine 10 is stopped. In the hybrid vehicle 1 of the present embodiment, for example, when the battery remaining amount (charge remaining amount) of the battery becomes low, the internal combustion engine 10 is driven to charge the battery, and the generator 9 generates electricity.
  • the drive motor 5 is a direct drive source for the vehicle, and is driven by, for example, AC power from the battery.
  • the drive motor 5 is, for example, a synchronous motor using a permanent magnet in the rotor.
  • the drive motor 5 functions as a generator when the vehicle is decelerated. That is, the drive motor 5 is a generator motor that can charge the battery using the regenerated energy at the time of deceleration of the vehicle as electric power.
  • the first gear train 6 decelerates the rotation of the drive motor 5 and increases the motor torque to secure the running drive torque.
  • the first gear train 6 is, for example, a gear train by two-stage deceleration, and is a motor shaft 14 having a drive unit first gear 13, and a first idler shaft 17 having a drive unit second gear 15 and a drive unit third gear 16. And have.
  • the motor shaft 14 is a rotation shaft of the drive motor 5.
  • the drive unit first gear 13 is meshed with the drive unit second gear 15.
  • the third gear 16 of the drive unit is meshed with the input side gear 18 provided on the input side of the differential gear 7.
  • the differential gear 7 transmits the drive torque input from the first gear train 6 via the input side gear 18 to the left and right drive wheels 2 and 2 via the left and right drive shafts 19 and 19.
  • the differential gear 7 can transmit the same drive torque to the left and right drive wheels 2 and 2 while allowing a difference in the number of rotations of the left and right drive wheels 2 and 2.
  • the generator 9 is composed of, for example, a synchronous motor using a permanent magnet in the rotor.
  • the generator 9 converts the rotational energy generated in the internal combustion engine 10 into electrical energy, and charges, for example, the battery.
  • the generator 9 also has a function as an electric motor for driving the internal combustion engine 10, and functions as a starter motor when the internal combustion engine 10 is started. That is, the generator 9 is a generator motor, can supply the generated electric power to the battery, and can be rotationally driven by the electric power from the battery.
  • the electric power generated by the generator 9 may be directly supplied to the drive motor 5 instead of charging the battery, for example, depending on the operating state.
  • the internal combustion engine 10 may be started by, for example, a dedicated starter motor different from the generator 9.
  • the second gear train 11 is a gear train that connects the internal combustion engine 10 and the generator 9. That is, the internal combustion engine 10 and the generator 9 are mechanically connected.
  • the second gear train 11 includes an engine shaft 24 having a power generation unit first gear 23, a second idler shaft 26 having a power generation unit second gear 25, and a generator input shaft 28 having a power generation unit third gear 27. And have.
  • the second gear train 11 speeds up the rotation speed of the internal combustion engine 10 during power generation operation to transmit the engine torque required for the generator 9.
  • the second gear train 11 decelerates the rotation speed of the generator 9 and transmits the motor torque required for the internal combustion engine 10.
  • the engine shaft 24 rotates synchronously with the crankshaft (not shown) of the internal combustion engine 10.
  • the generator input shaft 28 rotates synchronously with the rotor (not shown) of the generator 9.
  • the first gear 23 of the power generation unit is meshed with the second gear 25 of the power generation unit.
  • the third gear 27 of the power generation unit is meshed with the second gear 25 of the power generation unit. That is, the power generation unit first gear 23 and the power generation unit third gear 27 are meshed with the power generation unit second gear 25.
  • FIG. 2 is an explanatory diagram schematically showing the system configuration of the internal combustion engine 10 in the first embodiment.
  • the internal combustion engine 10 is a so-called reciprocating internal combustion engine that converts the reciprocating linear motion of the piston (not shown) into the rotational motion of the crankshaft (not shown) and extracts it as power.
  • a generator 9 is connected to the internal combustion engine 10. Therefore, the generator 9 generates electricity by driving the internal combustion engine 10.
  • the internal combustion engine 10 has an intake passage 31 and an exhaust passage 32.
  • the intake passage 31 is provided with an electric throttle valve 34 whose opening degree is controlled by a control signal from the control unit 33.
  • the throttle valve 34 controls the intake air amount.
  • a purge passage 36 for introducing the evaporated fuel generated in the fuel tank 35 is connected to the intake passage 31.
  • the purge passage 36 is connected to the intake passage 31 on the downstream side of the throttle valve 34.
  • the purge passage 36 is provided with a purge control valve 37 and a canister 38.
  • the canister 38 adsorbs the evaporated fuel generated in the fuel tank 35.
  • the purge control valve 37 is arranged on the downstream side of the canister 38.
  • the exhaust passage 32 is provided with an upstream exhaust catalyst device 41 and a downstream exhaust catalyst device 42 located on the downstream side of the upstream exhaust catalyst device 41.
  • the upstream exhaust gas catalyst device 41 and the downstream exhaust gas catalyst device 42 are catalysts for exhaust gas purification.
  • the upstream exhaust catalyst device 41 is a device in which a first catalyst 43, a second catalyst 44 which is a three-way catalyst, and a third catalyst 45 which is a NOx trap catalyst are connected in series.
  • the second catalyst 44 is located on the downstream side of the first catalyst 43.
  • the third catalyst 45 is located on the downstream side of the second catalyst 44.
  • the first catalyst 43 is a catalyst in which a fourth catalyst 46, which is an electric heating catalyst, and a fifth catalyst 47, which is a NOx trap catalyst, are connected in series.
  • the fourth catalyst 46 is located on the upstream side of the fifth catalyst 47.
  • the first catalyst 43 may be one in which an electric heating catalyst and a three-way catalyst are connected in series.
  • the electric heating catalyst is located on the upstream side of the three-way catalyst.
  • the electric heating catalyst is a catalyst that generates heat when energized.
  • the energization of the fourth catalyst 46 which is an electric heating catalyst, is controlled by the control unit 33.
  • the NOx trap catalyst traps NOx (nitrogen oxides) in the exhaust when the exhaust air-fuel ratio is lean, and HC (hydrocarbon) and CO in the exhaust when the exhaust air-fuel ratio is stoichiometric or rich. Is used as a reducing agent to reduce and purify.
  • the three-way catalyst can purify NOx, HC, and CO in the exhaust gas at the same time with the maximum conversion efficiency when there is an air-fuel ratio in the so-called window centered on the stoichiometric air-fuel ratio.
  • the A / F sensor 51 is arranged on the upstream side of the upstream exhaust catalyst device 41.
  • the A / F sensor 51 is a so-called wide area air-fuel ratio sensor having a substantially linear output characteristic according to the exhaust air-fuel ratio.
  • the downstream exhaust catalyst device 42 is a so-called underfloor catalyst provided at a position such as under the floor of the vehicle, and is composed of, for example, a three-way catalyst.
  • An oxygen sensor 52 and a NOx sensor 53 are arranged on the downstream side of the downstream exhaust catalyst device 42.
  • the oxygen sensor 52 is a sensor that detects only the rich and lean air-fuel ratios by changing the output voltage ON / OFF (rich and lean) in a narrow range near the theoretical air-fuel ratio.
  • the NOx sensor 53 is a sensor that detects the NOx concentration.
  • the internal combustion engine 10 has a turbocharger 55 as a supercharger.
  • the turbocharger 55 is provided with a compressor 56 provided in the intake passage 31 and an exhaust turbine 57 provided in the exhaust passage 32 coaxially.
  • the turbocharger 55 has an electric motor 58 as a supercharger electric motor capable of rotationally driving the compressor 56.
  • the compressor 56 is arranged on the upstream side of the throttle valve 34.
  • the compressor 56 is arranged on the downstream side of the air flow meter (not shown).
  • the exhaust turbine 57 is arranged on the upstream side of the upstream exhaust catalyst device 41.
  • the compressor 56 can be driven by the exhaust turbine 57 and the electric motor 58.
  • An exhaust bypass passage 61 that bypasses the exhaust turbine 57 and connects the upstream side and the downstream side of the exhaust turbine 57 is connected to the exhaust passage 32.
  • the downstream end of the exhaust bypass passage 61 is connected to the exhaust passage 32 at a position upstream of the upstream exhaust catalyst device 41.
  • An electric waistgate valve 62 for controlling the exhaust flow rate in the exhaust bypass passage 61 is arranged in the exhaust bypass passage 61.
  • the wastegate valve 62 can bypass a part of the exhaust gas guided to the exhaust turbine 57 to the downstream side of the exhaust turbine 57, and can control the boost pressure of the internal combustion engine 10.
  • the supercharger applicable to the present invention is not limited to the so-called electric turbocharger capable of rotating the compressor 56 with the electric motor 58 like the turbocharger 55 described above.
  • a turbocharger in which the electric motor 58 is omitted from the turbocharger 55 described above, or a mechanical supercharger (supercharger) in which a compressor arranged in an intake passage 31 is driven by an internal combustion engine 10. May be applied.
  • the control unit 33 is a well-known digital computer equipped with a CPU, ROM, RAM, and an input / output interface.
  • the control unit 33 includes an evaporator pressure sensor 63 that detects the pressure state in the canister 38, and a crank that detects the crank angle of the crank shaft. Detection signals of various sensors such as the angle sensor 64 are input.
  • the crank angle sensor 64 can detect the engine speed of the internal combustion engine 10.
  • control unit 33 drives the internal combustion engine 10 to generate power by the generator 9.
  • the control unit 33 controls the opening degrees of the throttle valve 34, the purge control valve 37, and the waist gate valve 62.
  • the control unit 33 controls the operation of the electric motor 58 of the turbocharger 55.
  • control unit 33 drives the internal combustion engine 10 to generate power by the generator 9.
  • the control unit 33 can estimate the amount of fuel vapor adsorbed on the canister 38 using the detected value of the evaporator pressure sensor 63. That is, the control unit 33 corresponds to the evaporated fuel amount detecting unit that detects the generation state of the evaporated fuel.
  • the control unit 33 can estimate the amount of HC on the downstream side of the downstream exhaust catalyst device 42 using the detection values of the oxygen sensor 52 and the NOx sensor 53. That is, the control unit 33 corresponds to the HC detection unit that detects the amount of HC on the downstream side of the downstream exhaust catalyst device 42.
  • An oxygen sensor and an A / F sensor are provided on the downstream side of the downstream exhaust catalyst device 42, and the amount of HC on the downstream side of the downstream exhaust catalyst device 42 is determined by using the detection values of the oxygen sensor and the A / F sensor. It is also possible to estimate.
  • the internal combustion engine 10 is not operated when power generation by the generator 9 is not required. That is, in the internal combustion engine 10, the chance of opening the purge control valve 37 to purge the evaporated fuel adsorbed on the canister 38 and introducing it into the intake passage 31 is reduced. Therefore, there is a possibility that the evaporated fuel in the canister 38 is unavoidably purged and introduced into the intake passage 31 during the operation of the internal combustion engine 10.
  • the internal combustion engine 10 Since the internal combustion engine 10 is used exclusively for power generation, it is operated at an air-fuel ratio thinner than the stoichiometric air-fuel ratio from the viewpoint of improving fuel consumption without using an operating region that leads to deterioration of fuel consumption during power generation.
  • the exhaust fuel adsorbed on the canister 38 is compared with the case where the internal combustion engine 10 is operated at a rich air-fuel ratio such as the stoichiometric air-fuel ratio of the internal combustion engine.
  • a rich air-fuel ratio such as the stoichiometric air-fuel ratio of the internal combustion engine.
  • the generator 9 performs motoring to drive the internal combustion engine 10.
  • the generator 9 rotates (idle) the internal combustion engine 10.
  • the control unit 33 corresponds to the first control unit that rotates (idle) the internal combustion engine 10 with the generator 9 when a predetermined condition is satisfied while the hybrid vehicle 1 is operating and the internal combustion engine 10 is stopped.
  • the predetermined condition for rotating the internal combustion engine 10 in the generator 9 is, for example, a case where the amount of evaporated fuel adsorbed on the canister 38 is equal to or more than a preset predetermined amount.
  • the hybrid vehicle 1 purges the exhausted fuel adsorbed on the canister 38 and introduces it into the intake passage 31 via the purge passage 36.
  • the introduced evaporated fuel is adsorbed on the upstream exhaust catalyst device 41 and the downstream exhaust purification catalyst device as a reducing agent.
  • the control unit 33 uses the evaporated fuel adsorbed on the canister 38 as a catalyst for exhaust gas purification provided in the exhaust passage 32 of the internal combustion engine 10 when the motoring for driving the internal combustion engine 10 by the generator 9 is performed. It corresponds to a second control unit that is introduced to the upstream side of the side exhaust catalyst device 41 and adsorbs the introduced evaporated fuel as a reducing agent on the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42.
  • the hybrid vehicle 1 of the present embodiment has a canister 38 that adsorbs the evaporated fuel generated in the fuel tank 35 of the internal combustion engine 10 capable of operating at an air-fuel ratio thinner than the stoichiometric air-fuel ratio.
  • the drive wheels 2 can be driven even when the internal combustion engine 10 is stopped. Then, when the predetermined condition is satisfied when the internal combustion engine 10 is stopped while the vehicle is in operation, the hybrid vehicle 1 rotates the internal combustion engine 10 with the generator 9 and purges the exhaust gas adsorbed on the canister 38.
  • the upstream exhaust catalyst device is introduced to the upstream side of the upstream exhaust gas catalyst device 41 which is a catalyst for exhaust purification provided in the exhaust passage 32 of the internal combustion engine 10 via the passage 36, and the introduced evaporated fuel is used as a reducing agent. It is adsorbed on 41 and the downstream exhaust catalyst device 42.
  • the engine rotation speed of the internal combustion engine 10 may be controlled to be a preset predetermined rotation speed.
  • the predetermined rotation speed is, for example, a rotation speed at which the introduced evaporated fuel is not discharged to the outside air from the downstream side of the downstream side exhaust catalyst device 42.
  • the predetermined rotation speed is, for example, a value lower than the engine rotation speed when the internal combustion engine 10 is driven to generate electricity with the generator 9.
  • the predetermined rotation speed is a value lower than the engine rotation speed in the power generation mode in which the generator 9 is driven by the internal combustion engine 10.
  • the evaporated fuel is introduced to the upstream side of the upstream exhaust catalyst device 41 when the internal combustion engine 10 is rotated by the generator 9, the evaporated fuel is not released to the outside and is exhausted. It is possible to suppress the deterioration of performance.
  • the opening degree of the throttle valve 34 is adjusted to generate a negative pressure on the downstream side of the throttle valve 34, and the purge control valve 37 is opened.
  • the purge control valve 37 is controlled so that the opening degree increases as the amount of evaporated fuel adsorbed on the canister 38 increases.
  • the opening degree of the purge control valve 37 when the evaporated fuel is introduced into the intake passage 31 may be controlled so that the introduced evaporated fuel is not discharged to the outside air from the downstream side of the downstream exhaust catalyst device 42.
  • the hybrid vehicle 1 can supply the evaporative fuel as a reducing agent to the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 before starting the internal combustion engine 10.
  • the hybrid vehicle 1 it is possible to prevent the exhaust performance and combustion stability of the internal combustion engine 10 from being deteriorated by the evaporated fuel introduced by purging, and the internal combustion engine 10 is started (independent operation).
  • the exhaust purification performance of the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 can be ensured.
  • the self-sustaining operation of the internal combustion engine 10 refers to an operating state in which fuel is burned to generate a driving force.
  • the hybrid vehicle 1 the evaporated fuel is supplied to the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 while the internal combustion engine 10 is stopped. Therefore, the hybrid vehicle 1 can improve the NOx purification performance of the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 at the time of starting the internal combustion engine 10.
  • the hybrid vehicle 1 introduces the evaporated fuel into the intake passage 31 while the internal combustion engine 10 is stopped, it becomes difficult for the evaporated fuel to be introduced into the intake passage 31 during the lean operation of the internal combustion engine 10. Therefore, in the hybrid vehicle 1, the variation in the amount of evaporated fuel introduced is small and the variation in the air-fuel ratio is small, so that the margin when setting the air-fuel ratio can be relatively small, and the fuel consumption and exhaust performance can be reduced. It is possible to suppress the deterioration of.
  • the mode fuel consumption is the fuel consumption (fuel consumption) when the vehicle is operated according to a predetermined condition.
  • a bypass passage 67 that bypasses the internal combustion engine 10 and connects the intake passage 31 and the exhaust passage 32 may be provided.
  • the bypass passage 67 is connected to the intake passage 31 on the downstream side of the throttle valve 34, and is connected to the exhaust passage 32 on the downstream side of the downstream exhaust catalyst device 42, for example.
  • a bypass valve 68 is provided in the bypass passage 67.
  • the bypass valve 68 is opened, for example, when the evaporated fuel is detected on the downstream side of the downstream exhaust catalyst device 42 when the evaporated fuel is introduced.
  • the opening degree of the bypass valve 68 is controlled by the control unit 33.
  • FIG. 3 is a flowchart showing an example of the control flow of the hybrid vehicle 1 in the first embodiment described above.
  • step S11 the pressure state in the canister 38 is detected.
  • step S12 it is determined whether or not the internal combustion engine 10 is stopped. If it is determined in step S12 that the internal combustion engine 10 is stopped, the process proceeds to step S13. If it is determined in step S12 that the internal combustion engine 10 has not stopped, the current routine is terminated.
  • step S13 the amount of evaporative fuel adsorbed on the canister 38 is estimated from the pressure state in the canister 38, and if the amount of evaporative fuel is equal to or more than a preset predetermined amount, it is determined that there is a request for purging the canister 38. If there is a purge processing request in step S13, the process proceeds to step S14.
  • step S13 If there is no purge processing request in step S13, the current routine is terminated.
  • step S14 the generator 9 rotates the internal combustion engine 10.
  • step S15 the purge control valve 37 is opened.
  • step S16 the opening degree of the purge control valve 37 is controlled so that the opening degree increases as the amount of evaporated fuel in the canister 38 increases.
  • the second embodiment of the present invention will be described.
  • the engine speed of the internal combustion engine 10 and the purge control valve 37 are opened so that the introduced evaporated fuel in the first embodiment described above is not discharged to the outside air from the downstream side of the downstream exhaust catalyst device 42.
  • the degree is controlled. Therefore, the system configuration of the internal combustion engine 10 in the second embodiment is the same as that in the first embodiment described above.
  • FIG. 4 is a flowchart showing an example of the control flow of the hybrid vehicle 1 in the second embodiment.
  • step S21 the pressure state in the canister 38 is detected.
  • step S22 it is determined whether or not the internal combustion engine 10 is stopped. If it is determined in step S22 that the internal combustion engine 10 is stopped, the process proceeds to step S23. If it is determined in step S22 that the internal combustion engine 10 has not stopped, the current routine is terminated.
  • step S23 the amount of evaporative fuel adsorbed on the canister 38 is estimated from the pressure state in the canister 38, and if the amount of evaporative fuel is equal to or more than a preset predetermined amount, it is determined that there is a request for purging the canister 38. If there is a purge processing request in step S23, the process proceeds to step S24.
  • step S24 the generator 9 rotates the internal combustion engine 10.
  • step S25 the engine speed of the internal combustion engine 10 when rotated by the generator 9 is controlled so that the introduced evaporated fuel is not discharged to the outside air from the downstream side of the downstream exhaust catalyst device 42.
  • step S26 the purge control valve 37 is opened.
  • step S27 the opening degree of the purge control valve 37 is controlled so that the introduced evaporated fuel is not discharged to the outside air from the downstream side of the downstream exhaust catalyst device 42.
  • the evaporative fuel evaporates from the downstream side of the downstream exhaust catalyst device 42 to the outside air at either the engine speed of the internal combustion engine 10 or the opening degree of the purge control valve 37. It may be controlled so that it is not discharged. That is, in the flowchart shown in FIG. 4, either one of step S23 and step S26 can be omitted.
  • the fourth catalyst 46 which is an electric heating catalyst, is energized when the evaporative fuel is introduced. Therefore, the system configuration of the internal combustion engine 10 in the third embodiment is the same as that in the first embodiment described above.
  • FIG. 5 is a flowchart showing an example of the control flow of the hybrid vehicle 1 in the third embodiment.
  • step S31 the pressure state in the canister 38 is detected.
  • step S32 it is determined whether or not the internal combustion engine 10 is stopped. If it is determined in step S32 that the internal combustion engine 10 is stopped, the process proceeds to step S33. If it is determined in step S32 that the internal combustion engine 10 has not stopped, the current routine is terminated.
  • step S33 the amount of evaporative fuel adsorbed on the canister 38 is estimated from the pressure state in the canister 38, and if the amount of evaporative fuel is equal to or more than a preset predetermined amount, it is determined that there is a request for purging the canister 38. If there is a purge processing request in step S33, the process proceeds to step S34.
  • step S34 the generator 9 rotates the internal combustion engine 10.
  • step S35 the purge control valve 37 is opened.
  • step S36 the opening degree of the purge control valve 37 is controlled so that the opening degree increases as the amount of evaporated fuel in the canister 38 increases.
  • step S37 the fourth catalyst 46, which is an electric heating catalyst, is energized.
  • the fourth catalyst 46 which is an electric heating catalyst, is energized to warm up the fourth catalyst 46, so that the introduced evaporated fuel adsorbs the fifth catalyst 47, which is a NOx trap catalyst. NOx can be purified.
  • the fourth catalyst 46 which is an electric heating catalyst, is energized to warm up the fourth catalyst 46, thereby starting from the three-way catalyst.
  • the fifth catalyst 47 can be activated and NOx can be purified with the introduced evaporated fuel.
  • the upstream exhaust catalyst device 41 can be quickly raised to the activation temperature when the internal combustion engine 10 is started. it can.
  • the fourth embodiment of the present invention will be described.
  • the fourth embodiment includes the bypass passage 67 and the bypass valve 68 in the first embodiment described above. Therefore, the system configuration of the internal combustion engine 10 in the fourth embodiment is substantially the same as that in the first embodiment described above.
  • bypass passage 67 is used to return the evaporated fuel that has not adhered to the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 to the intake passage 31 so as not to be released to the outside. ..
  • the evaporated fuel that has flowed out to the downstream side of the downstream exhaust catalyst device 42 can be returned to the intake passage 31 by controlling the opening degree of the throttle valve 34 and generating a negative pressure on the downstream side of the throttle valve 34. ..
  • FIG. 6 is a flowchart showing an example of the control flow of the hybrid vehicle 1 in the fourth embodiment.
  • step S41 the pressure state in the canister 38 is detected.
  • step S42 it is determined whether or not the internal combustion engine 10 is stopped. If it is determined in step S42 that the internal combustion engine 10 is stopped, the process proceeds to step S43. If it is determined in step S42 that the internal combustion engine 10 has not stopped, the current routine is terminated.
  • step S43 the amount of evaporative fuel adsorbed on the canister 38 is estimated from the pressure state in the canister 38, and if the amount of evaporative fuel is equal to or more than a preset predetermined amount, it is determined that there is a request for purging the canister 38. If there is a purge processing request in step S43, the process proceeds to step S44.
  • step S44 the generator 9 rotates the internal combustion engine 10.
  • step S45 the purge control valve 37 is opened.
  • step S46 the opening degree of the purge control valve 37 is controlled so that the opening degree increases as the amount of evaporated fuel in the canister 38 increases.
  • step S47 the amount of HC downstream of the downstream exhaust catalyst device 42 is detected.
  • step S48 the opening degree of the bypass valve 68 is controlled according to the amount of HC downstream of the downstream exhaust catalyst device 42. For example, if HC is not detected on the downstream side of the downstream exhaust catalyst device 42, the bypass valve 68 is closed. Further, for example, when HC is detected on the downstream side of the downstream exhaust catalyst device 42, the opening degree of the bypass valve 68 increases as the amount of detected HC increases.
  • the evaporated fuel not adsorbed by the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 is returned to the intake passage 31, so that the introduced exhaust fuel is returned to the exhaust passage 32. It is possible to prevent the fuel from being discharged to the outside.
  • FIG. 7 is an explanatory diagram schematically showing the system configuration of the internal combustion engine 10 in the fifth embodiment.
  • the fifth embodiment has substantially the same configuration as the first embodiment described above, but the purge passage 36 is connected to the intake passage 31 on the upstream side of the compressor 56.
  • the electric motor 58 rotates the compressor 56 to generate a negative pressure on the upstream side of the compressor 56, and the purge control valve 37 is opened. To speak.
  • the internal combustion engine 10 when the internal combustion engine 10 is stopped while the vehicle is being operated, the internal combustion engine 10 is idled by the generator 9 and the exhaust gas adsorbed on the canister 38 is purged through the purge passage 36. It can be introduced to the upstream side of the upstream side exhaust catalyst device 41 which is a catalyst for exhaust gas purification provided in the exhaust passage 32 of the internal combustion engine 10. Then, also in such a fifth embodiment, the introduced evaporated fuel can be adsorbed on the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 as a reducing agent.
  • a bypass passage 69 that bypasses the internal combustion engine 10 and connects the intake passage 31 and the exhaust passage 32 may be provided.
  • the bypass passage 69 is connected to the intake passage 31 on the upstream side of the compressor 56, and is connected to the exhaust passage 32 on the downstream side of the downstream exhaust catalyst device 42, for example.
  • a bypass valve 70 is provided in the bypass passage 69.
  • the bypass valve 70 is opened, for example, when the evaporated fuel is detected on the downstream side of the downstream exhaust catalyst device 42 when the evaporated fuel is introduced.
  • the opening degree of the bypass valve 70 is controlled by the control unit 33.
  • the second throttle valve 71 as a control valve is provided on the upstream side of the connection position between the purge passage 36 and the intake passage 31 and the connection position between the bypass passage 67 and the intake passage 31. May be.
  • the evaporated fuel that has flowed out to the downstream side of the downstream exhaust catalyst device 42 can be returned to the intake passage 31 by generating a negative pressure on the upstream side of the compressor 56, for example, by rotating the compressor 56 with the electric motor 58. is there.
  • the rotation of the electric motor 58 is controlled by the control unit 33.
  • the evaporated fuel flowing out to the downstream side of the downstream exhaust catalyst device 42 controls the opening degree of the second throttle valve 71 to generate a negative pressure on the downstream side of the second throttle valve 71, thereby moving to the intake passage 31. It is also possible to put it back.
  • the opening degree of the second throttle valve 71 may be controlled by the control unit 33.
  • the evaporated fuel that has not been adsorbed by the upstream exhaust catalyst device 41 and the downstream exhaust catalyst device 42 is returned to the intake passage 31, so that the introduced exhaust fuel is returned to the exhaust passage. It is possible to prevent the exhaust from 32 to the outside.
  • the bypass passages 67 and 69 may be EGR passages that recirculate a part of the exhaust gas of the internal combustion engine 10 to the intake passage 31.
  • the EGR control valve provided in the EGR passage and controlling the amount of exhaust gas recirculation corresponds to the bypass valves 68 and 70.
  • the present invention is also applicable to hybrid vehicles other than the above-mentioned series hybrid vehicles (for example, so-called parallel hybrid vehicles).
  • the present invention is also applicable to a hybrid vehicle capable of driving and traveling the drive wheels 2 even when the internal combustion engine 10 is stopped.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Transportation (AREA)
  • Toxicology (AREA)
  • Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Materials Engineering (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Container, Conveyance, Adherence, Positioning, Of Wafer (AREA)
  • Testing Or Measuring Of Semiconductors Or The Like (AREA)
PCT/IB2019/000429 2019-04-19 2019-04-19 ハイブリッド車両の制御方法及びハイブリッド車両の制御装置 Ceased WO2020212719A1 (ja)

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JP2021514496A JP7105414B2 (ja) 2019-04-19 2019-04-19 ハイブリッド車両の制御方法及びハイブリッド車両の制御装置
CN201980095566.8A CN113710555B (zh) 2019-04-19 2019-04-19 混合动力车辆的控制方法和混合动力车辆的控制装置
EP19924644.8A EP3957530B1 (en) 2019-04-19 2019-04-19 Hybrid vehicle control method and hybrid vehicle control device
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