Hybrid vehicle and power determination method
By adjusting the fuel injection amount and motor torque based on the accelerator opening, catalyst temperature and battery SOC in hybrid vehicles, the ammonia emission problems caused by rapid increase in catalyst temperature are solved, and the NOx purification efficiency is improved.
Patent Information
- Application Number
- CN202510149199.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2024-02-19
- Filing Date
- 2025-02-11
- Publication Date
- 2025-08-19
AI Technical Summary
In hybrid vehicles, rapid increase in catalyst temperature causes ammonia to desorption and discharge from the catalyst, affecting the NOx purification efficiency.
The correction coefficient is determined based on the accelerator opening, catalyst temperature and battery SOC, and the fuel injection volume and motor torque are adjusted to suppress ammonia emissions.
It effectively inhibits ammonia emissions, improves the NOx purification rate of the catalyst, and prevents the catalyst temperature from rising rapidly.
Smart Images
Figure CN120503776A_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to a hybrid vehicle and a power determination method for determining the power of a driving source included in the hybrid vehicle. Background Art
[0002] In conventional hybrid electric vehicles, the exhaust gas is purified by x The temperature of the catalyst and the load required by the hybrid electric vehicle are used to control the size of the motor output and the engine output to improve the NOx reduction of the catalyst. x Purification rate (for example, Japanese Unexamined Patent Application Publication No. 2014-227888). Summary of the Invention
[0003] Problems to be solved by the present invention
[0004] The catalyst absorbs ammonia contained in urea water injected into the exhaust gas and converts NO contained in the exhaust gas into x Reacts with ammonia to convert NO x Reduce NO to nitrogen and water x Emissions. The higher the catalyst temperature, the less ammonia the catalyst can absorb. Therefore, when the output changes significantly as the engine output increases, the catalyst temperature also rises rapidly as the exhaust gas temperature rapidly increases, causing the amount of ammonia that can be absorbed by the catalyst to rapidly decrease. Consequently, ammonia is desorbed from the catalyst and emitted.
[0005] The present disclosure has been made in consideration of these points, and an object thereof is to suppress emission of ammonia.
[0006] Means used to solve this problem
[0007] A hybrid vehicle according to a first aspect of the present disclosure includes: a first determining portion for determining a fuel injection amount of an engine and a motor torque generated by a motor based on an opening degree of an accelerator; and a second determining portion for determining a correction coefficient for correcting the fuel injection amount and the motor torque based on (i) a temperature of a catalyst and (ii) a charge ratio of a battery, wherein the catalyst reduces NO contained in exhaust gas from the engine by reducing the NO contained in the exhaust gas from the engine to a value greater than 0.05. x Reacts with ammonia contained in urea water injected into exhaust gas to purify NO x , the battery supplies power to the motor; and a calculation unit that calculates a corrected fuel injection amount smaller than the fuel injection amount and a corrected motor torque larger than the motor torque based on the correction coefficient.
[0008] The second determination portion may increase the correction coefficient as the temperature of the catalyst decreases, and the calculation portion may decrease the corrected fuel injection amount and increase the corrected motor torque as the correction coefficient increases.
[0009] The second determining unit may increase the correction coefficient as the state of charge of the battery increases.
[0010] The second determination portion may determine a first correction coefficient for correcting the fuel injection amount and a second correction coefficient for correcting the motor torque as correction coefficients, and the calculation portion may calculate the corrected fuel injection amount based on the first correction coefficient and calculate the corrected motor torque based on the second correction coefficient.
[0011] The second determination section may determine the first correction coefficient indicating a value greater than or equal to 0 and less than or equal to 1, and determine the second correction coefficient indicating a value greater than or equal to 1.
[0012] The calculation unit can calculate a corrected fuel injection amount obtained by subtracting a first correction amount from the fuel injection amount and a corrected motor torque obtained by adding a second correction amount to the motor torque, wherein the first correction amount is obtained by multiplying the fuel injection amount by a correction coefficient and the second correction amount is obtained by multiplying the motor torque by the correction coefficient.
[0013] The hybrid vehicle may also include: a third determination unit, which determines a fuel injection quantity correction item value for correcting the fuel injection quantity and a motor torque correction item value for correcting the motor torque based on the accelerator opening and the engine rotation speed, and a calculation unit can calculate the corrected fuel injection quantity obtained by subtracting the first correction amount from the fuel injection quantity and the corrected motor torque obtained by adding the second correction amount to the motor torque, the first correction amount being obtained by multiplying the fuel injection quantity correction item value by a correction coefficient, and the second correction amount being obtained by multiplying the motor torque correction item value by the correction coefficient.
[0014] The third determination portion may determine a fuel injection amount correction term value for determining a larger first correction amount as the rotational speed of the engine and the opening degree of the accelerator increase.
[0015] The third determining portion may determine a motor torque correction term value for determining a larger second correction amount as the rotational speed of the engine and the opening degree of the accelerator increase.
[0016] The hybrid vehicle may further include an estimating section that estimates a temperature of the catalyst based on a temperature of an inlet through which the exhaust gas flows into the catalyst and a flow rate of the exhaust gas.
[0017] The power determination method according to the second aspect of the present disclosure includes: a first determination step of determining a fuel injection amount of an engine and a motor torque generated by a motor based on an opening degree of an accelerator; a second determination step of determining a correction coefficient for correcting the fuel injection amount and the motor torque based on (i) a temperature of a catalyst and (ii) a charge ratio of a battery, wherein the catalyst reduces NO contained in the exhaust gas of the engine by xReacts with ammonia contained in urea water injected into exhaust gas to purify NO x , the battery supplies power to the motor; and a calculation step of calculating a corrected fuel injection amount smaller than the fuel injection amount and a corrected motor torque larger than the motor torque based on the correction coefficient.
[0018] Effects of the present invention
[0019] According to the present disclosure, it is possible to achieve the effect of suppressing the emission of ammonia. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] Figure 1 An outline of a hybrid vehicle S according to the present embodiment is shown.
[0021] Figure 2 The configuration of a vehicle S is shown.
[0022] Figure 3 The corrected fuel injection amount and the corrected motor torque are shown.
[0023] Figure 4 is an example of a processing sequence in the power determination device 20 .
[0024] Figure 5 The operation of the vehicle S according to the first modified example is shown.
[0025] Figure 6 The operation of the vehicle S according to the second modified example is shown.
[0026] Figure 7 The operation of the vehicle S according to the third modified example is shown. DETAILED DESCRIPTION
[0027] <Overview of Hybrid Vehicle S>
[0028] Figure 1 The following diagram illustrates an outline of a hybrid vehicle S (hereinafter referred to as "vehicle S") according to this embodiment. Vehicle S includes an engine and a motor as drive sources, and has a function for determining the amount of fuel injected into the engine and the torque generated by the motor. For example, based on (i) the charge level of the battery supplying power to the motor and (ii) the temperature of the catalyst, Vehicle S determines a corrected fuel injection amount (obtained by correcting the amount of fuel injected based on the accelerator opening) and a corrected motor torque (obtained by correcting the motor torque based on the accelerator opening). Vehicle S then causes the engine to inject fuel using the determined corrected fuel injection amount and causes the motor to generate the determined corrected motor torque.
[0029] The accelerator opening indicates the pedal depression amount of the accelerator pedal pressed by the driver of the vehicle S. In the following description, the injection amount of fuel based on the accelerator opening is referred to as "fuel injection amount", the torque of the motor based on the accelerator opening is referred to as "motor torque", the state of charge ratio of the battery is referred to as "SOC (State of Charge)", and the temperature of the catalyst is referred to as "catalyst temperature".
[0030] The vehicle S includes a device for purifying NO contained in the exhaust gas of the engine. x For example, the catalyst absorbs ammonia contained in urea water injected into the exhaust gas and reacts with ammonia to reduce NO contained in the exhaust gas. x Reduced to nitrogen and water, thus purifying NO x The amount of ammonia that can be adsorbed by the catalyst decreases as the catalyst temperature increases.
[0031] Therefore, for example, when the road on which vehicle S is traveling changes from a flat road to a road with an upward slope, the engine output rapidly increases in response to the driver's operation, causing the exhaust gas temperature to rise, and as a result, the catalyst temperature also rapidly increases. This rapid increase in catalyst temperature significantly reduces the amount of ammonia that the catalyst can adsorb. As a result, when the amount of ammonia adsorbed before the catalyst temperature rises exceeds the amount of ammonia that can be adsorbed after the catalyst temperature rises, the catalyst will release the adsorbed ammonia (causing a phenomenon known as ammonia slip). To address this problem, one possible measure is to increase the motor output rather than the engine output when traveling on an upward slope, but this measure is ineffective when the SOC decreases.
[0032] Therefore, the vehicle S determines a correction coefficient based on the catalyst temperature and the SOC. Then, based on the determined correction coefficient, the vehicle S determines a corrected fuel injection amount that is smaller than the fuel injection amount corresponding to the accelerator opening, and a corrected motor torque that is greater than the motor torque corresponding to the accelerator opening. For example, the vehicle S determines the corrected fuel injection amount and the corrected motor torque so that the sum of the engine output corresponding to the fuel injection amount and the output of the motor that generates the motor torque matches or approximates the sum of the engine output corresponding to the corrected fuel injection amount and the output of the motor that generates the motor torque.
[0033] First, the vehicle S determines the fuel injection amount corresponding to the accelerator opening by referring to the fuel injection amount map M1 ( Figure 1 (1) shown in FIG. 1 ). In the fuel injection amount map M1, a larger fuel injection amount corresponds to a larger accelerator opening. The vehicle S determines the motor torque corresponding to the accelerator opening by referring to the motor torque map M2 ( Figure 1(2) shown). In the motor torque map M2, a larger motor torque corresponds to a larger accelerator opening.
[0034] The vehicle S determines the correction coefficient corresponding to the catalyst temperature and SOC by referring to the correction coefficient map M3 ( Figure 1 (3) shown). The correction coefficient is a coefficient for correcting the fuel injection amount and the motor torque, and the correction coefficient map M3 indicates the correction coefficient corresponding to the catalyst temperature and the SOC. The correction coefficient and the correction coefficient map M3 will be described later.
[0035] By referring to the fuel injection amount correction term value map M4, the vehicle S determines the fuel injection amount correction term value ( Figure 1 By referring to the motor torque correction term value map M5, the vehicle S determines the motor torque correction term value ( Figure 1 (5) shown). The fuel injection amount correction term value, the motor torque correction term value, the fuel injection amount correction term value map M4, and the motor torque correction term value map M5 will be described later.
[0036] Next, the vehicle S calculates a multiplication value obtained by multiplying the fuel injection amount correction term value by the correction coefficient as the first correction amount ( Figure 1 (6) shown in ), and a subtraction value obtained by subtracting the first correction amount from the fuel injection amount is determined as the corrected fuel injection amount ( Figure 1 (7) shown in ). The vehicle S calculates the multiplication value obtained by multiplying the motor torque correction term value by the correction coefficient as the second correction amount ( Figure 1 (8) shown in FIG5 ), and the added value obtained by adding the second correction amount to the motor torque is determined as the corrected motor torque ( Figure 1 (9)) shown.
[0037] By operating as described above, vehicle S can increase engine output while the catalyst temperature is decreasing, preventing a rapid increase in the catalyst temperature. As a result, vehicle S can suppress a decrease in the SOC while also suppressing the occurrence of ammonia slip. Because vehicle S suppresses a decrease in the SOC, when ammonia slip is likely to occur, vehicle S can increase motor output, thereby suppressing ammonia slip. Furthermore, when the catalyst temperature and SOC are high, vehicle S can suppress a rise in catalyst temperature by increasing motor output relative to engine output, thereby suppressing ammonia slip. The configuration and operation of vehicle S will be described in detail below.
[0038] <Configuration of Vehicle S>
[0039] Figure 2 The configuration of a vehicle S is shown. Figure 2 The vehicle S shown in FIG includes an accelerator device 1, an engine 2, a catalyst 3, an exhaust passage 4, a motor 5, a battery 6, a temperature sensor 11, a flow sensor 12, a rotation speed sensor 13, a drive control device 14, and a power determination apparatus 20. As an example, Figure 2 The case where the accelerator opening degree is the pedal depression amount of the accelerator pedal is shown.
[0040] The accelerator device 1 is a device for controlling the acceleration of the vehicle S. For example, the accelerator device 1 includes an accelerator pedal and a pedal sensor, and the pedal sensor detects a pedal depression amount indicating the amount by which the accelerator pedal is depressed by the driver of the vehicle S. The accelerator device 1 outputs the detected pedal depression amount as an accelerator opening degree to the power determination device 20.
[0041] The engine 2 is a driving source of the vehicle S and is an internal combustion engine that generates power by burning and expanding a mixture of fuel and intake air (air). The catalyst 3 is a purification device for purifying the exhaust gas of the engine 2 flowing through the exhaust passage 4 and includes, for example, an SCR. The catalyst 3 is provided downstream of the engine 2 in the exhaust passage 4. The catalyst 3 generates NO by x Reacts with ammonia contained in urea water injected into the exhaust gas to purify NO contained in the exhaust gas of the engine 2 x The exhaust passage 4 is a passage through which exhaust gas from the engine 2 flows to the catalyst 3 .
[0042] The motor 5 is a driving source for the vehicle S and is an electric motor that generates power using electricity supplied from a battery 6 via an inverter (not shown). The motor 5 can cause the battery 6 to store electricity generated by the motor 5 when the vehicle S is braked (so-called regenerative braking) by operating as a generator. The battery 6 is a rechargeable storage battery and supplies power to the motor 5. For example, the battery 6 stores electricity supplied from a source external to the vehicle S, electricity generated by the motor 5, and electricity generated by a solar panel (not shown) included on the vehicle S.
[0043] The temperature sensor 11 is a sensor provided upstream of the catalyst 3 in the exhaust passage 4, detecting the temperature of the inlet through which the exhaust gas flows into the catalyst 3, and outputting the detected temperature to the power determination device 20. The flow rate sensor 12 is a sensor for detecting the flow rate of the exhaust gas flowing through the exhaust passage 4 (hereinafter referred to as "exhaust flow rate") and outputting the flow rate to the power determination device 20. The rotational speed sensor 13 is a sensor for detecting the rotational speed of the engine 2 and outputting the rotational speed to the power determination device 20.
[0044] For example, the drive control device 14 is a device including one or more processors (such as a central processing unit (CPU) or an electronic control unit (ECU)) and a storage unit. The drive control device 14 causes the processor to execute a program stored in the storage unit, thereby causing the engine 2 to inject fuel at the corrected fuel injection amount determined by the power determination device 20 and causing the motor 5 to generate the corrected motor torque determined by the power determination device 20. The drive control device 14 obtains the charge level of the battery 6 and provides a notification of the charge level to the power determination device 20.
[0045] For example, the power determination device 20 is a device including one or more processors (such as a CPU or an ECU). For example, the power determination device 20 determines the corrected fuel injection amount and the corrected motor torque based on the accelerator opening obtained from the accelerator device 1, the temperature obtained from the temperature sensor 11, and the SOC obtained from the drive control device 14. The power determination device 20 provides a notification of the determined corrected fuel injection amount and the corrected motor torque to the drive control device 14, thereby causing the engine 2 to inject fuel with the corrected fuel injection amount and causing the motor 5 to generate the corrected motor torque. The power determination device 20 may have a housing including electronic components, or may be a printed substrate on which electronic components are mounted. The power determination device 20 may include the drive control device 14. The configuration and operation of the power determination device 20 will be described in detail below.
[0046] <Configuration of Power Determination Device 20>
[0047] like Figure 2 As shown in FIG, the power determination device 20 includes a storage section 21 and a control section 22. The control section 22 includes an acquisition section 221, an estimation section 222, a first determination section 223, a second determination section 224, a third determination section 225, and a calculation section 226.
[0048] For example, the storage unit 21 includes a storage medium such as a read-only memory (ROM), a random access memory (RAM), a hard disk drive (HDD), or a solid-state drive (SSD). The storage unit 21 stores programs executed by the control unit 22 and various types of information used to determine the corrected fuel injection amount and the corrected motor torque. As an example, the storage unit 21 stores Figure 1 , a fuel injection amount map M1 , a motor torque map M2 , a correction coefficient map M3 , a fuel injection amount correction term value map M4 , and a motor torque correction term value map M5 are shown in FIG.
[0049] The control unit 22 is a processor such as a CPU or an ECU, for example. By executing the program stored in the storage unit 21, the control unit 22 functions as an acquisition unit 221, an estimation unit 222, a first determination unit 223, a second determination unit 224, a third determination unit 225, and a calculation unit 226. The control unit 22 may be configured by a single processor, or may be configured by a combination of multiple processors or one or more processors and electronic circuits. The configuration of each section implemented by the control unit 22 will be described below.
[0050] The acquisition unit 221 acquires various types of information from sources external to the power determination device 20 at a predetermined control cycle. For example, the control cycle is 0.1 seconds. For example, the acquisition unit 221 acquires the accelerator opening from the accelerator device 1, the temperature at the inlet of the catalyst 3 from the temperature sensor 11, the flow rate of exhaust gas flowing through the exhaust passage 4 from the flow sensor 12, the rotational speed of the engine 2 from the rotational speed sensor 13, and the state of charge (SOC) of the battery 6 from the drive control device 14. The acquisition unit 221 stores the acquired information in the storage unit 21.
[0051] Estimation unit 222 estimates the temperature of catalyst 3 (catalyst temperature). For example, estimation unit 222 estimates the catalyst temperature based on the temperature of the inlet through which exhaust gas flows into catalyst 3 and the flow rate of the exhaust gas. For example, estimation unit 222 acquires the temperature detected by temperature sensor 11 and the flow rate of exhaust gas detected by flow rate sensor 12 from acquisition unit 221, and estimates the catalyst temperature, where the catalyst temperature is obtained as a result of exhaust gas having the acquired temperature and flow rate in contact with catalyst 3. Estimation unit 222 may estimate the catalyst temperature as the temperature detected by temperature sensor 11.
[0052] The first determination section 223 determines the fuel injection amount of the engine 2 and the motor torque generated by the motor 5 based on the accelerator opening. For example, the first determination section 223 determines the fuel injection amount of the engine 2 corresponding to the accelerator opening acquired by the acquisition section 221 by referring to the fuel injection amount map M1 stored in the storage section 21 ( Figure 1 (1) shown in ). For example, the first determination section 223 determines the motor torque ( ) corresponding to the accelerator opening acquired by the acquisition section 221 by referring to the motor torque map M2 stored in the storage section 21. Figure 1 (2) shown in ).
[0053] The second determination section 224 determines a correction coefficient for correcting the fuel injection amount and the motor torque based on the catalyst temperature and the SOC of the battery 6. The correction coefficient is a coefficient used to calculate the first correction amount of the fuel injection amount and the second correction amount of the motor torque, and is, for example, a coefficient indicating a value equal to or greater than 0. For example, the second determination section 224 determines the correction coefficient ( ) corresponding to the catalyst temperature estimated by the estimation section 222 and the SOC of the battery 6 acquired from the drive control device 14 by the acquisition section 221 by referring to the correction coefficient map M3 stored in the storage section 21. Figure 1 (3) shown in ).
[0054] For example, second determination unit 224 references a correction coefficient map M3 stored in storage unit 21 and including correction coefficients that increase in value as catalyst temperature decreases. Based on this map, second determination unit 224 increases the correction coefficient as catalyst temperature decreases. Because second determination unit 224 determines the correction coefficient in this manner, vehicle S can reduce the corrected fuel injection amount and increase the corrected motor torque as catalyst temperature decreases. Therefore, even when vehicle S rapidly increases the output of engine 2 while catalyst temperature is decreasing, second determination unit 224 can suppress a rapid increase in exhaust gas temperature by gradually increasing the fuel injection amount, thereby preventing a rapid increase in catalyst temperature. Consequently, second determination unit 224 can suppress the occurrence of ammonia slip caused by a rapid increase in catalyst temperature.
[0055] For example, as the SOC of battery 6 increases, second determination unit 224 increases the correction coefficient. That is, correction coefficient map M3 includes correction coefficients that indicate larger values as the SOC increases. Because second determination unit 224 determines the correction coefficients in this manner, it can decrease the corrected fuel injection amount and increase the corrected motor torque as the SOC of battery 6 increases. As a result, when the SOC of battery 6 is high, second determination unit 224 can suppress increases in catalyst temperature by reducing the output of engine 2, thereby suppressing the occurrence of ammonia slip.
[0056] The third determining section 225 determines (i) a fuel injection amount correction term value for correcting the fuel injection amount and (ii) a motor torque correction term value for correcting the motor torque based on the rotational speed and accelerator opening of the engine 2. The fuel injection amount correction term value is a term used to calculate a first correction amount for the fuel injection amount, and the motor torque correction term value is a term used to calculate a second correction amount for the motor torque.
[0057] For example, the third determination section 225 refers to the fuel injection amount correction term value map M4 stored in the storage section 21 to determine the fuel injection amount correction term value ( Figure 1 (4) shown in ). The fuel injection amount correction term value map M4 includes fuel injection amount correction term values corresponding to the rotational speed and accelerator opening of the engine 2, and indicates fuel injection amount correction term values that increase the first correction amount as the rotational speed and accelerator opening of the engine 2 increase. For example, by referring to the fuel injection amount correction term value map M4, the third determination section 225 determines a fuel injection amount correction term value for determining a larger first correction amount as the rotational speed and accelerator opening of the engine 2 increase.
[0058] For example, the third determination section 225 refers to the motor torque correction term value map M5 stored in the storage section 21 to determine the motor torque correction term value ( Figure 1 (5) shown in FIG. 2 ). The motor torque correction term value map M5 includes motor torque correction term values corresponding to the rotational speed and accelerator opening of the engine 2. The motor torque correction term value map M5 indicates motor torque correction term values for increasing the second correction amount as the rotational speed and accelerator opening of the engine 2 increase. For example, by referring to the motor torque correction term value map M5, the third determination unit 225 determines a motor torque correction term value for determining a larger second correction amount as the rotational speed and accelerator opening of the engine 2 increase.
[0059] The magnitude of the engine 2's rotational speed corresponds to the exhaust flow rate at the current time, while the magnitude of the accelerator opening corresponds to the exhaust flow rate after a predetermined time has passed from the current time. The higher the exhaust flow rate, the higher the catalyst temperature. Therefore, it can be said that the fuel injection amount correction term value map M4 includes fuel injection amount correction term values corresponding to both the amount of change in catalyst temperature after a predetermined time from the current time and the catalyst temperature at the current time, and the motor torque correction term value map M5 includes motor torque correction term values corresponding to both the amount of change in catalyst temperature after a predetermined time from the current time and the catalyst temperature at the current time. Therefore, by referring to the fuel injection amount correction term value map M4 and the motor torque correction term value map M5, the third determination unit 225 can determine the fuel injection amount correction term value and the motor torque correction term value corresponding to both the amount of change in catalyst temperature after a predetermined time from the current time and the catalyst temperature at the current time.
[0060] Calculation unit 226 calculates a corrected fuel injection amount smaller than the fuel injection amount and a corrected motor torque larger than the motor torque based on the correction coefficient determined by second determination unit 224. For example, calculation unit 226 decreases the corrected fuel injection amount and increases the corrected motor torque as the correction coefficient increases.
[0061] Figure 3It is a diagram for explaining the corrected fuel injection amount and the corrected motor torque. Figure 3 The horizontal axis represents time, and Figure 3 The vertical axis of represents the “catalyst temperature” of the catalyst 3, the “SOC” of the battery 6, the “correction coefficient” determined by the second determination section 224, the “injection amount”, and the “torque”. Figure 3 In the “injection amount” shown in FIG, the solid line indicates the corrected fuel injection amount ( Figure 1 (7) shown in ), and the dotted line indicates the fuel injection amount ( Figure 1 (1) shown). In Figure 3 In the “Torque” shown in FIG, the solid line indicates the corrected motor torque ( Figure 1 (9) shown in ), and the dotted line indicates the motor torque ( Figure 1 (2) shown in ). Figure 3 The time period before time T2 shown in (time period P0 and time period P1) is when the vehicle S is traveling on a flat road, and the time period P2 after time T2 is when the vehicle S is traveling on a road with an uphill slope. Figure 3 In the period P1 shown in FIG, the SOC increases due to deceleration or stopping of the vehicle S, or power generation by a solar cell panel included on the vehicle S.
[0062] like Figure 3 As shown in FIG, during the time periods P0 and P1, because the catalyst temperature decreases from temperature C0 to temperature C1 and the SOC increases from state of charge B0 to state of charge B2, the second determination section 224 increases the correction coefficient from coefficient H0 to coefficient H2. Then, for example, at time T2, the calculation section 226 calculates a corrected fuel injection amount E21 that is smaller than the fuel injection amount E22 determined by the first determination section 223, and calculates a corrected motor torque M21 that is larger than the motor torque M22 determined by the first determination section 223.
[0063] Next, during the period P2, because the catalyst temperature increases from temperature C1 to temperature C3 and the SOC decreases from state of charge B2 to state of charge B0, the second determination section 224 decreases the correction coefficient from coefficient H2 to coefficient H3. Then, for example, at time T3, the calculation section 226 calculates a corrected fuel injection amount E31 that is smaller than the fuel injection amount E32 determined by the first determination section 223 and a corrected motor torque M31 that is larger than the motor torque M32 determined by the first determination section 223.
[0064] exist Figure 3During the time periods P0, P1, and P2 shown in FIG, the difference "E22-E21" between the fuel injection amount at time T2 (where the correction coefficient is at its maximum value) and the corrected fuel injection amount is greater than the difference between the fuel injection amount and the corrected fuel injection amount at other times. In other words, calculation unit 226 calculates the corrected fuel injection amount to decrease relative to the fuel injection amount as the correction coefficient increases. The difference "M21-M22" between the corrected motor torque at time T2 and the motor torque is also greater than the difference between the corrected motor torque and the motor torque at other times. In other words, calculation unit 226 calculates the corrected motor torque to increase relative to the motor torque as the correction coefficient increases.
[0065] Since the calculation section 226 operates as described above, when the correction coefficient increases due to a decrease in the catalyst temperature (for example, Figure 3 ), calculation unit 226 can reduce the corrected fuel injection amount and increase the corrected motor torque. Therefore, when the catalyst temperature is decreasing, calculation unit 226 can make the output of engine 2 less than the output of motor 5. Consequently, by increasing the motor output, calculation unit 226 can reduce the possibility of ammonia slip that may occur due to a sudden increase in the fuel injection amount.
[0066] Furthermore, when the correction coefficient is large due to a high SOC, the calculation section 226 may decrease the corrected fuel injection amount and increase the corrected motor torque (eg, Figure 3 ). Therefore, because the SOC is high, even when a large output is required to travel on a road with an uphill slope during the period P2, for example, the calculation unit 226 can drive the vehicle S by increasing the output of the motor 5. Therefore, the output of the engine 2 can be suppressed. As a result, the calculation unit 226 can suppress the increase in the catalyst temperature, thereby suppressing ammonia slip.
[0067] For example, the calculation section 226 calculates the fuel injection amount by subtracting the first correction amount ( Figure 1 The corrected fuel injection amount ( Figure 1 As shown in (7) above, the first correction amount is obtained by multiplying the fuel injection amount correction term value by the correction coefficient. For example, calculation section 226 calculates the first correction amount by multiplying the fuel injection amount correction term value by the correction coefficient after substituting the correction coefficient determined by second determination section 224 into the coefficient included in the fuel injection amount correction term value. Calculation section 226 then calculates the corrected fuel injection amount by subtracting the first correction amount from the fuel injection amount.
[0068] For example, the calculation section 226 calculates the second correction amount ( Figure 1The corrected motor torque ( Figure 1 As shown in (9) above, the second correction amount is obtained by multiplying the motor torque correction term value by the correction coefficient. For example, calculation unit 226 substitutes the correction coefficient determined by second determination unit 224 into the coefficient included in the motor torque correction term value, and then calculates the second correction amount by multiplying the motor torque correction term value by the correction coefficient. Calculation unit 226 then calculates the corrected motor torque by adding the second correction amount to the motor torque.
[0069] Since calculation section 226 operates as described above, calculation section 226 can use the fuel injection amount correction term value and the motor torque correction term value corresponding to (i) the rotational speed of engine 2 corresponding to the catalyst temperature at the current time and (ii) the accelerator opening corresponding to the catalyst temperature after a predetermined time from the current time. As a result, calculation section 226 can calculate the corrected fuel injection amount and the corrected motor torque corresponding to the amount of change in the catalyst temperature at the current time and the catalyst temperature after a predetermined time from the current time, thereby improving the accuracy of suppressing ammonia slip.
[0070] The calculation unit 226 outputs the calculated corrected fuel injection amount and corrected motor torque to the drive control device 14 , thereby causing the engine 2 to inject fuel at the corrected fuel injection amount and causing the motor 5 to generate the corrected motor torque.
[0071] <Processing Sequence in Power Determination Device 20>
[0072] Figure 4 is a diagram showing an example of a processing sequence in the power determination device 20 . Figure 4 The processing sequence shown in FIG shows the process of executing Figure 1 The power determination device 20 calculates the corrected fuel injection amount and the corrected motor torque according to the operation shown in FIG. The power determination device 20 performs the operation of the corrected fuel injection amount and the corrected motor torque in a predetermined control cycle. Figure 4 The processing sequence shown in .
[0073] The acquisition unit 221 acquires the accelerator opening from the accelerator device 1 and acquires the engine speed from the rotation speed sensor 13 (S11). The first determination unit 223 determines the fuel injection amount corresponding to the accelerator opening acquired by the acquisition unit 221 ( Figure 1 (1)) and the motor torque corresponding to the accelerator opening ( Figure 1 (2) shown in)(S12).
[0074] The acquisition section 221 acquires the temperature of the catalyst 3 from the temperature sensor 11, and acquires the SOC of the battery 6 from the drive control device 14 (S13). The second determination section 224 determines the correction coefficient ( ) based on (i) the SOC acquired by the acquisition section 221 and (ii) the catalyst temperature estimated by the estimation section 222 based on the temperature of the catalyst 3 acquired by the acquisition section 221. Figure 1 (3) shown in (S14). The third determination section 225 determines the fuel injection amount correction term value ( Figure 1 (4)) and the motor torque correction term value ( Figure 1 (5) shown in)(S15).
[0075] The calculation section 226 calculates the first correction amount ( ) by substituting the correction coefficient determined by the second determination section 224 into the coefficient included in the fuel injection amount correction term value determined by the third determination section 225. Figure 1 (6) shown in (S16). For example, the calculation section 226 determines the multiplication value obtained by multiplying the fuel injection amount correction term value by the correction coefficient as the first correction amount. The calculation section 226 calculates the second correction amount ( Figure 1 (8) shown in (S16). For example, the calculation section 226 determines the multiplication value obtained by multiplying the motor torque correction term value by the correction coefficient as the second correction amount. The calculation section 226 calculates the corrected fuel injection amount obtained by subtracting the first correction amount from the fuel injection amount ( Figure 1 (7) shown in ) and the corrected motor torque ( Figure 1 (9) shown in )(S17), and end the processing.
[0076] <First Modification Example>
[0077] In the above description, the calculation unit 226 calculates the first correction amount obtained by multiplying the fuel injection amount correction term value by the correction coefficient and the second correction amount obtained by multiplying the motor torque correction term value by the correction coefficient, but the present disclosure is not limited thereto. The calculation unit 226 may calculate the first correction amount and the second correction amount independently of the fuel injection amount correction term value and the motor torque correction term value. Figure 5 are diagrams illustrating the operation of the vehicle S according to the first modified example. Figure 5 The vehicle S shown in FIG. Figure 1 The vehicle S shown in FIG. 1 differs in two respects: (i) Figure 5 The vehicle S shown in FIG does not include the fuel injection amount correction term value map M4 and the motor torque correction term value map M5; and (ii) Figure 5The vehicle S shown in FIG includes Figure 5 (4) and (6) shown in . In all other respects, the two vehicles are identical.
[0078] For example, the calculation section 226 calculates the fuel injection amount by subtracting the first correction amount ( Figure 5 The corrected fuel injection amount ( Figure 5 As shown in (5)), the first correction amount is obtained by multiplying the fuel injection amount by the correction coefficient. For example, the calculation unit 226 calculates the second correction amount ( Figure 5 The corrected motor torque ( Figure 5 As shown in (7)), the second correction amount is obtained by multiplying the motor torque by the correction coefficient. Since the calculation section 226 operates in this manner, the vehicle S can reduce the calculation load required to calculate the corrected fuel injection amount and the corrected motor torque.
[0079] <Second Modification Example>
[0080] In the above description, the second determination unit 224 is exemplified as determining a single correction coefficient for calculating the corrected fuel injection amount and the corrected motor torque, but the present disclosure is not limited thereto. The second determination unit 224 may determine two correction coefficients. Specifically, the second determination unit 224 may determine a first correction coefficient for correcting the fuel injection amount and a second correction coefficient for correcting the motor torque.
[0081] Figure 6 2 is a diagram illustrating the operation of the vehicle S according to the second modified example. Figure 6 The vehicle S shown in FIG. Figure 5 The vehicle S shown in FIG. 1 differs in two respects: (i) Figure 6 The vehicle S shown in FIG includes a first correction coefficient map M3a and a second correction coefficient map M3b; and (ii) Figure 6 The vehicle S shown in FIG includes Figure 6 (3a) and (3b) shown in Figure 3. In all other respects, the two vehicles are identical. Figure 5 The correction coefficient map M3 shown in is similar to, Figure 6 The first correction coefficient map M3a and the second correction coefficient map M3b shown in FIG. 5 are maps including correction coefficients corresponding to the SOC of the battery 6 and the catalyst temperature, and include correction coefficients indicating larger values as the catalyst temperature decreases and the SOC increases.
[0082] For example, the second determination section 224 determines the first correction coefficient ( ) corresponding to the catalyst temperature and the SOC by referring to the first correction coefficient map M3a stored in the storage section 21. Figure 6(3a) shown in FIG. 2 ). For example, the second determination section 224 determines the second correction coefficient ( ) corresponding to the catalyst temperature and the SOC by referring to the second correction coefficient map M3b stored in the storage section 21. Figure 6 (3b) shown in Figure 3).
[0083] The calculation unit 226 calculates the corrected fuel injection amount based on the first correction coefficient and calculates the corrected motor torque based on the second correction coefficient. For example, the calculation unit 226 calculates the first correction amount ( Figure 6 (4) shown in ), and the corrected fuel injection amount is calculated by subtracting the first correction amount from the fuel injection amount ( Figure 6 (5) shown in ). For example, the calculation unit 226 calculates the second correction amount ( Figure 6 (6) shown in ), and the corrected motor torque is calculated by adding the second correction amount to the motor torque ( Figure 6 (7) shown in ).
[0084] Since second determination unit 224 determines the correction coefficient as described above, calculation unit 226 can multiply the fuel injection amount and the motor torque by different correction coefficients, respectively. As a result, calculation unit 226 can easily adjust the first correction amount for the corrected fuel injection amount and the second correction amount for the corrected motor torque.
[0085] <Third Modification Example>
[0086] In the above description, the calculation unit 226 calculates the corrected fuel injection amount obtained by subtracting the first correction amount from the fuel injection amount and the corrected motor torque obtained by adding the second correction amount to the motor torque, but the present disclosure is not limited thereto. The calculation unit 226 may calculate the corrected fuel injection amount obtained by multiplying the fuel injection amount by the first correction coefficient and the corrected motor torque obtained by multiplying the motor torque by the second correction coefficient.
[0087] Figure 7 2 is a diagram illustrating the operation of the vehicle S according to the third modified example. Figure 7 The vehicle S shown in FIG. Figure 6 The vehicle S shown in FIG is different in that Figure 7 The vehicle S shown in FIG includes Figure 7 (4) and (5) shown in , and are otherwise identical. Figure 7 In the example, the second determination section 224 determines a first correction coefficient ( Figure 7 (3a) shown in ), and determining a second correction coefficient ( Figure 7 (3b) shown in Figure 3).
[0088] The calculation section 226 determines the multiplication value obtained by multiplying the fuel injection amount by the first correction coefficient as the corrected fuel injection amount ( Figure 7 (4) shown in ), and the multiplication value obtained by multiplying the motor torque by the second correction coefficient is determined as the corrected motor torque ( Figure 7 (5) shown in ). Since the second determining section 224 and the calculating section 226 operate as described above, the vehicle S can reduce the calculation load required to calculate the corrected fuel injection amount and the corrected motor torque.
[0089] <Fourth Modification Example>
[0090] In the above description, an operation has been exemplified in which the second determination unit 224 determines a correction coefficient indicating a value equal to or greater than 0, but the present disclosure is not limited thereto. The second determination unit 224 may determine a correction coefficient indicating a value less than 0. In this case, for example, the calculation unit 226 calculates a corrected fuel injection amount obtained by adding the first correction amount to the fuel injection amount and a corrected motor torque obtained by subtracting the second correction amount from the motor torque.
[0091] <Effects of Vehicle S>
[0092] As described above, the vehicle S includes: a first determination unit 223 that determines the fuel injection amount of the engine 2 and the motor torque generated by the motor 5 based on the accelerator opening degree; and a second determination unit 224 that determines a correction coefficient for correcting the fuel injection amount and the motor torque based on (i) the temperature of the catalyst 3 and (ii) the SOC of the battery 6. The catalyst 3 reduces the NO contained in the exhaust gas of the engine 2 by reducing the NO contained in the exhaust gas of the engine 2. x Reacts with ammonia contained in urea water injected into exhaust gas to purify NO x , the battery 6 supplies power to the motor 5; and a calculation unit 226 that calculates the corrected fuel injection amount smaller than the fuel injection amount and the corrected motor torque larger than the motor torque.
[0093] With vehicle S configured in this manner, when the catalyst temperature is falling, a rapid increase in the output of engine 2 can be suppressed, thereby preventing a rapid increase in the catalyst temperature. As a result, vehicle S can prevent a rapid decrease in the amount of ammonia that can be adsorbed by catalyst 3 due to a rapid increase in catalyst temperature, and suppress the emission of ammonia desorbed from catalyst 3. Furthermore, when the SOC of battery 6 is high, vehicle S can increase the motor output relative to the engine output, thereby suppressing the emission of ammonia desorbed from catalyst 3.
[0094] The present disclosure is described based on exemplary embodiments. The technical scope of the present disclosure is not limited to the scope described in the above embodiments, and various changes and modifications can be made within the scope of the present disclosure. For example, all or part of the device can be configured with any unit that is functionally or physically dispersed or integrated. In addition, new exemplary embodiments generated by any combination of all or part of the device are included in the exemplary embodiments. In addition, the effects of the new exemplary embodiments brought about by the combination also have the effects of the original exemplary embodiments.
[0095] [Description of Reference Signs]
[0096] Hybrid vehicles
[0097] 1 accelerator device
[0098] 2 engines
[0099] 3 Catalyst
[0100] 4 exhaust channels
[0101] 5 motors
[0102] 6 batteries
[0103] 11 Temperature sensor
[0104] 12 flow sensors
[0105] 13 Rotational speed sensor
[0106] 14 drive control device
[0107] 20Power determination equipment
[0108] 21 Storage Department
[0109] 22 Control Unit
[0110] 221 Acquisition Department
[0111] 222 Estimation Department
[0112] 223 First Determination Department
[0113] 224 Second Determination Section
[0114] 225 Third Determination Section
[0115] 226 Computing Department
Claims
1. A hybrid vehicle comprising: a first determining unit that determines a fuel injection amount of the engine and a motor torque generated by the motor based on an opening degree of the accelerator; The second determining section determines a correction coefficient for correcting the fuel injection amount and the motor torque based on (i) a temperature of a catalyst by causing NO contained in the exhaust gas of the engine to x reacts with ammonia contained in urea water injected into the exhaust gas to purify the NO x , the battery supplies power to the motor; as well as The calculation unit calculates a corrected fuel injection amount smaller than the fuel injection amount and a corrected motor torque larger than the motor torque based on the correction coefficient.
2. The hybrid vehicle according to claim 1, wherein: the second determining portion increases the correction coefficient as the temperature of the catalyst decreases, and The calculation portion decreases the corrected fuel injection amount and increases the corrected motor torque as the correction coefficient increases.
3. The hybrid vehicle according to claim 2, wherein: The second determining unit increases the correction coefficient as the state of charge of the battery increases.
4. The hybrid vehicle according to claim 1, wherein: the second determining portion determines a first correction coefficient for correcting the fuel injection amount and a second correction coefficient for correcting the motor torque as the correction coefficients, and The calculation portion calculates the corrected fuel injection amount based on the first correction coefficient, and calculates the corrected motor torque based on the second correction coefficient.
5. The hybrid vehicle according to claim 4, wherein: The second determination section determines the first correction coefficient indicating a value greater than or equal to 0 and less than or equal to 1, and determines the second correction coefficient indicating a value greater than or equal to 1.
6. The hybrid vehicle according to any one of claims 1 to 5, wherein: The calculation unit calculates the corrected fuel injection amount obtained by subtracting a first correction amount from the fuel injection amount and the corrected motor torque obtained by adding a second correction amount to the motor torque, the first correction amount being obtained by multiplying the fuel injection amount by the correction coefficient and the second correction amount being obtained by multiplying the motor torque by the correction coefficient.
7. The hybrid vehicle according to any one of claims 1 to 5, further comprising: a third determining portion that determines a fuel injection amount correction term value for correcting the fuel injection amount and a motor torque correction term value for correcting the motor torque based on the accelerator opening and the engine rotation speed, The calculation unit calculates the corrected fuel injection amount obtained by subtracting a first correction amount from the fuel injection amount and the corrected motor torque obtained by adding a second correction amount to the motor torque, wherein the first correction amount is obtained by multiplying the fuel injection amount correction term value by the correction coefficient, and the second correction amount is obtained by multiplying the motor torque correction term value by the correction coefficient.
8. The hybrid vehicle according to claim 7, wherein: The third determination portion determines the fuel injection amount correction term value for determining a larger first correction amount as the rotational speed of the engine and the opening degree of the accelerator increase.
9. The hybrid vehicle according to claim 7, wherein: The third determination portion determines the motor torque correction term value for determining a larger second correction amount as the rotational speed of the engine and the opening degree of the accelerator increase.
10. The hybrid vehicle according to claim 1, further comprising: The estimating unit estimates the temperature of the catalyst based on a temperature of an inlet through which the exhaust gas flows into the catalyst and a flow rate of the exhaust gas.
11. A method for determining power, comprising: a first determining step of determining a fuel injection amount of the engine and a motor torque generated by the motor based on an opening degree of the accelerator; The second determination step determines a correction coefficient for correcting the fuel injection amount and the motor torque based on (i) a temperature of a catalyst by causing NO contained in the exhaust gas of the engine to x reacts with ammonia contained in urea water injected into the exhaust gas to purify the NO x , the battery supplies power to the motor; as well as The calculation step calculates a corrected fuel injection amount smaller than the fuel injection amount and a corrected motor torque larger than the motor torque based on the correction coefficient.