Hybrid vehicle

Abstract

A hybrid vehicle S includes an engine 6 and a motor 4 as drive sources, and includes a detection unit 223 that detects a start timing at which the hybrid vehicle S passes a start position of an uphill slope, and an output control unit 224 that increases an output of the engine 6 and decreases an output of the motor 4 as a time elapsed from the start timing increases.

Description

Technical Field

[0001] The present disclosure relates to hybrid vehicles. 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 by reducing it to nitrogen and water x Emissions. A characteristic of catalysts is that the amount of ammonia they can adsorb decreases as temperature increases. Therefore, when engine output rapidly increases due to changes in road gradient during driving, the catalyst temperature also rises sharply with the rapid rise in exhaust gas temperature, causing ammonia to desorb from the catalyst and be 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 problems

[0007] According to an aspect of the present disclosure, a hybrid vehicle includes an engine and a motor as drive sources, and the hybrid vehicle includes: a detection unit that detects the start time of the hybrid vehicle passing a start position of an uphill slope; and an output control unit that increases the output of the engine and decreases the output of the motor as time elapses from the start time increases.

[0008] At the time elapsed from the starting moment, the output control unit can increase the output of the engine by a predetermined change amount, and reduce the output of the motor by a predetermined change amount, using the output corresponding to the accelerator opening as the maximum value, so that the output obtained by subtracting the output of the engine from the output corresponding to the accelerator opening becomes the output of the motor.

[0009] The output control portion may determine the predetermined change amount based on (i) a state of charge stored in an electrical storage device that supplies power to the motor and (ii) an angle of the uphill slope, both measured at the start time.

[0010] The output control portion may reduce the predetermined amount of change as the angle of the uphill slope increases.

[0011] The output control unit may decrease the predetermined change amount as the state of charge increases.

[0012] The output control portion may determine the predetermined change amount so that the state of charge decreases to zero when the hybrid vehicle travels on an uphill slope.

[0013] The output control portion may determine the output of the engine and the output of the motor at the start time based on (i) the average output of the engine in a period from a predetermined time before the start time to the start time and (ii) the accelerator opening at the start time.

[0014] The output control portion may determine an average output as the output of the engine at the start time, and determine an output obtained by subtracting the average output from the output corresponding to the accelerator opening at the start time as the output of the motor at the start time.

[0015] The hybrid vehicle may further include a determination section that determines that the hybrid vehicle will travel on an uphill slope when there is no branch point of the road between the position of the hybrid vehicle and the start position at a time before the start time.

[0016] As a result of the determination unit determining that the vehicle will travel on an uphill slope, the output control unit can cause the engine to generate a first correction output and cause the motor to generate a second correction output at a time before the start time, the first correction output being obtained by adding a correction amount and an output of the engine corresponding to the accelerator opening and the vehicle speed, and the second correction output being obtained by subtracting the correction amount from the output of the motor corresponding to the accelerator opening and the vehicle speed.

[0017] The output control portion may increase the correction amount of the time before the start time as the time that has elapsed from a determination time at which the determination portion determines that the vehicle will travel on an uphill slope increases.

[0018] The steeper the angle of the uphill slope, the more the output control portion can increase the correction amount.

[0019] The longer the distance of the uphill slope, the more the output control portion can increase the correction amount.

[0020] The detection portion may detect, as the start time, a time at which a subtraction value obtained by subtracting the second accelerator opening degree at a time predetermined time before the current time from the first accelerator opening degree at the current time is equal to or greater than a predetermined value.

[0021] Effects of the present invention

[0022] According to the present disclosure, it is possible to achieve the effect of suppressing the emission of ammonia. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 An outline of a hybrid vehicle S according to the present embodiment is shown.

[0024] Figure 2 The output of the engine 6 and the output of the electric machine 4 are shown.

[0025] Figure 3 Changes in the engine output and the motor output during the period P0 are shown.

[0026] Figure 4 An example of a processing sequence in the power determination device 20 is shown.

[0027] Figure 5 An operation of correcting the ratio of the outputs of the engine 6 and the motor 4 is shown. DETAILED DESCRIPTION

[0028] <Overview of Hybrid Vehicle S>

[0029] Figure 1 An outline of a hybrid vehicle S (hereinafter, referred to as “vehicle S”) according to the present embodiment is shown. Figure 1 The vehicle S shown in FIG includes a receiving device 1, an accelerator device 2, a vehicle speed sensor 3, a motor 4, a battery 5, an engine 6, an exhaust passage 7, an injection device 8, a catalyst 9, a drive control device 10, and a power determination device 20. The vehicle S has the following functions: determining the output of the motor 4 and the engine 6 provided as drive sources; causing the motor 4 to generate a torque corresponding to the determined output of the motor 4; and causing the engine 6 to inject fuel into the engine 6 in a fuel injection amount corresponding to the determined output of the engine 6.

[0030] The receiving device 1 identifies the position and travel route of the vehicle S based on information included in radio waves received from a global navigation satellite system (GNSS) and map information stored in the receiving device 1. For example, the receiving device 1 is a car navigation system. For example, the receiving device 1 identifies the position and travel route of the vehicle S, as well as the starting position, distance, and angle of an uphill slope in the travel route, at a predetermined control cycle, and outputs these to the power determination device 20. For example, the control cycle is 0.1 seconds.

[0031] The accelerator device 2 is a device for controlling the acceleration of the vehicle S. For example, the accelerator device 2 includes an accelerator pedal and a pedal sensor. The pedal sensor detects the amount of pedal depression, which indicates the amount the driver of the vehicle S has depressed the accelerator pedal. The accelerator device 2 outputs the detected pedal depression as the accelerator opening to the power determination device 20. The vehicle speed sensor 3 detects the vehicle speed of the vehicle S and outputs the vehicle speed to the power determination device 20.

[0032] Motor 4 is the driving source of vehicle S and is an electric motor that generates power using electricity supplied from battery 5 via an inverter (not shown). When braking vehicle S, motor 4 can cause battery 5 to store electricity generated by operating as a generator (so-called regenerative braking). Battery 5 is an electrical storage device that supplies power to motor 4 and includes a rechargeable battery. For example, battery 5 stores electricity supplied from a source external to vehicle S, electricity generated by motor 4, and electricity generated by a solar panel (not shown) included in vehicle S.

[0033] Engine 6 is the driving source of vehicle S and is an internal combustion engine that generates power through the combustion and expansion of a mixture of fuel and intake air (air). Exhaust passage 7 is a passage through which exhaust gas from engine 6 flows to catalyst 9. Injection device 8 is provided in exhaust passage 7 downstream of engine 6 and upstream of catalyst 9. It injects urea water into the exhaust gas flowing through exhaust passage 7 and includes a urea water injector that injects urea water.

[0034] The catalyst 9 is a device that is provided in the exhaust passage 7 downstream of the engine 6 and the injection device 8 and purifies the exhaust gas flowing through the exhaust passage 7, and includes, for example, a selective catalytic reduction (SCR). For example, the catalyst 9 absorbs ammonia contained in the urea water injected by the injection device 8 and reduces NO contained in the exhaust gas flowing through the exhaust passage 7. x Reacts with ammonia to produce water and nitrogen to purify NO x .

[0035] For example, the drive control device 10 is a device including a processor (such as a central processing unit (CPU) or an electronic control unit (ECU)) and a storage unit, and performs various processes by causing the processor to execute a program stored in the storage unit. For example, the drive control device 10 causes the engine 6 to inject fuel at a fuel injection amount corresponding to the engine output determined by the power determination device 20, and causes the motor 4 to generate a motor torque corresponding to the motor output determined by the power determination device 20. For example, the drive control device 10 obtains the state of charge (SOC) of the battery 5 and provides a notification of the state of charge to the power determination device 20.

[0036] For example, the power determination device 20 is a device including a processor such as a CPU or an ECU. The power determination device 20 performs processing such as the following: (i) determining the output of the motor 4 and the output of the engine 6 based on, for example, the accelerator opening obtained from the accelerator device 2 and the vehicle speed obtained from the vehicle speed sensor 3, and (ii) providing a notification about each determined output to the drive control device 10. 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 10.

[0037] The maximum amount of ammonia that can be adsorbed by the catalyst 9 decreases as the temperature of the catalyst 9 increases. Therefore, for example, when the road on which the vehicle S is traveling changes from a flat road to a road with an uphill slope, the output of the engine 6 increases rapidly. This causes the catalyst temperature to rise rapidly as the exhaust gas temperature rises rapidly, resulting in a rapid decrease in the maximum amount of ammonia that can be adsorbed by the catalyst 9. As a result, in the catalyst 9, because the amount of ammonia adsorbed before the catalyst temperature rises exceeds the maximum amount of ammonia that can be adsorbed after the catalyst temperature rises, ammonia may be desorbed from the catalyst 9, resulting in a phenomenon known as ammonia slip.

[0038] Therefore, during travel after passing the starting position of an uphill slope, the power determination device 20 increases the output of the engine 6 and decreases the output of the motor 4 as time increases from the moment the vehicle passes the starting position. For example, as time increases, the power determination device 20 gradually increases the proportion of the output of the engine 6 and gradually decreases the proportion of the output of the motor 4 among the outputs based on the accelerator opening and vehicle speed. By operating in this manner, the power determination device 20 can suppress the rapid increase in the temperature of the catalyst 9 caused by the rapid increase in the output of the engine 6 during travel on a road with an uphill slope, thereby suppressing the occurrence of ammonia slip. The configuration and operation of the power determination device 20 will be described in detail below.

[0039] <Configuration of Power Determination Device 20>

[0040] like Figure 1 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, a determination section 222, a detection section 223, and an output control section 224.

[0041] For example, the storage unit 21 includes a storage medium such as a read-only memory (ROM), 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 output of the motor 4 and the output of the engine 6. As an example, the storage unit 21 stores a first output map indicating the output of the motor 4 and the output of the engine 6 corresponding to the accelerator opening and vehicle speed, and a second output map indicating the output of the vehicle S corresponding to the accelerator opening. In the first output map, a larger output corresponds to a larger accelerator opening, and a larger output corresponds to a larger vehicle speed. In the second output map, a larger output corresponds to a larger accelerator opening.

[0042] 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, a determination unit 222, a detection unit 223, and an output control unit 224. The control unit 22 may be configured with a single processor, or may be configured with multiple processors or a combination of one or more processors and electronic circuits. The configuration of each unit implemented by the control unit 22 will be described below.

[0043] The acquisition unit 221 acquires various types of information from sources external to the power determination device 20 at predetermined control cycles. For example, the acquisition unit 221 acquires information including the location of the vehicle S, the vehicle S's travel route, and the starting position, distance, and angle of any uphill slope within the travel route from the receiving device 1. For example, the acquisition unit 221 acquires the amount of accelerator pedal depression as the accelerator opening from the accelerator device 2. For example, the acquisition unit 221 acquires the SOC of the battery 5 from the drive control device 10. For example, the acquisition unit 221 acquires the vehicle speed of the vehicle S from the vehicle speed sensor 3. The acquisition unit 221 stores the various types of information acquired in the storage unit 21.

[0044] Determination unit 222 determines whether vehicle S will travel on an uphill slope at a time after the current time. For example, determination unit 222 determines whether there is an uphill slope ahead in the direction of vehicle S's travel based on the vehicle S's position, the vehicle S's travel route, and the starting position of the uphill slope within the travel route, as acquired by acquisition unit 221. If the presence of an uphill slope is determined, then at a time before vehicle S passes the starting position of the uphill slope, when no road branching point exists between the vehicle S's position and the starting position of the uphill slope, determination unit 222 determines that vehicle S will travel on an uphill slope. For example, a branching point refers to an intersection or a branching road on a regular road, a branching road leading to a fork in the road on a highway, or a branching road leading to a parking space on a highway.

[0045] For example, when it is determined that there is an uphill slope and there is a road branch point between the position of the vehicle S and the starting point of the uphill slope, the determination unit 222 determines that there is a possibility that the vehicle S will not travel on the uphill slope. For example, when it is determined that there is no uphill slope, the determination unit 222 determines that the vehicle S will not travel on the uphill slope. By operating as described above, the determination unit 222 enables the output control unit 224 to determine the output of the motor 4 and the engine 6 based on whether the vehicle S will travel on the uphill slope at a time after the time before the vehicle S passes the starting point of the uphill slope.

[0046] The detection unit 223 detects the start time of the vehicle S passing the starting position of the uphill slope. For example, the detection unit 223 detects the start time as the time when the subtraction value obtained by subtracting the second accelerator position at a time predetermined control cycles before the current time from the first accelerator position at the current time is equal to or greater than a predetermined value. The predetermined value is determined through experiments or simulations and stored in the storage unit 21. The detection unit 223 may also detect the start time as the time when the starting position of the slope changes from the front of the vehicle S's position in the direction of travel to the rear of the vehicle S's position in the direction of travel in the travel route of the vehicle S.

[0047] The detection unit 223 can detect the end time when the vehicle S has passed the end position of the uphill slope. For example, the detection unit 223 detects the end time as the time when the subtraction value obtained by subtracting the first accelerator position at the current time from the second accelerator position at a time predetermined control cycles before the current time is equal to or greater than a predetermined value. The detection unit 223 can also detect the end time as the time when the starting position of the slope changes from the front of the vehicle S's position in the direction of travel to the rear of the vehicle S's position in the direction of travel on the vehicle S's travel route.

[0048] The output control section 224 determines the output of the motor 4 and the output of the engine 6, and provides a notification of each determined output to the drive control device 10. By causing the output control section 224 to provide a notification of each output in this manner, the drive control device 10 causes the motor 4 to generate a motor torque corresponding to the notified output of the motor 4, and causes the engine 6 to inject fuel in a fuel injection amount corresponding to the notified output of the engine 6.

[0049] When the determination unit 222 determines that the vehicle S will not be traveling on an uphill slope, the output control unit 224 identifies an output corresponding to the required driving force of the vehicle S (hereinafter referred to as the "required output") based on the accelerator opening and vehicle speed acquired by the acquisition unit 221. For example, the output control unit 224 identifies the required output corresponding to the accelerator opening and vehicle speed by referring to the storage unit 21. Then, for example, the output control unit 224 determines the output to be generated by the motor 4 and the output to be generated by the engine 6 from among the identified required outputs by referring to the power distribution map N1, which indicates the ratio between the output of the motor 4 and the output of the engine 6 in the required output and is stored in the storage unit 21. The power distribution map N1 will be described later.

[0050] When the determination unit 222 determines that the vehicle S will travel on an uphill slope, the output control unit 224 increases the output of the engine 6 and decreases the output of the motor 4 at a time after the start time detected by the detection unit 223 as the time elapsed from the start time increases. As an example, the output control unit 224 includes a timer that counts the time elapsed from the point at which the detection unit 223 detects the start time, and increases the output of the engine 6 and decreases the output of the motor 4 in accordance with the magnitude of the count value indicated by the timer. Details regarding the operation of the output control unit 224 during the period from the time when the determination unit 222 determines that the vehicle S will travel on an uphill slope to the start time will be described later.

[0051] Figure 2 The output of the engine 6 and the output of the electric machine 4 are shown. Figure 2 The horizontal axis in represents time, and Figure 2 The vertical axis in represents the “altitude” of the road on which the vehicle S travels, the “SOC” of the battery 5 , the “motor output” generated by the motor 4 , the “engine output” generated by the engine 6 , and the “catalyst temperature” of the catalyst 9 . Figure 2 The time T0 shown in is the time indicating the determination time when the determination section 222 determines that the vehicle S will travel on the uphill slope, and the time T1 is the time indicating the start time when the vehicle S has passed the start position of the uphill slope. In the following description, the determination time is referred to as "time T0", and the start time is referred to as "time T1". Figure 2 In “SOC”, “Motor Output”, “Engine Output” and “Catalyst Temperature” in FIG, the solid line indicates the operation of the vehicle S according to the present embodiment, and the broken line indicates the operation of the vehicle S of the comparative example.

[0052] like Figure 2As shown in FIG, during a period from time T1 to time T11, which is shorter than period P1, vehicle S of the comparative example increases engine output from output E0 to output E2 and sets motor output to output M3. Through such operation, although vehicle S can generate an output corresponding to the required driving force, the catalyst temperature rises rapidly from temperature C0 to temperature C2, making ammonia slip more likely to occur.

[0053] In contrast, in the vehicle S according to the present embodiment, in the period P1 from time T1 to time T12, the output control portion 224 increases the output of the engine 6 from output E1 to output E2, and decreases the output of the motor 4 from output M2 to output M0 as the time elapsed from time T1 increases. By operating in this manner, the output control portion 224 can gradually increase the engine output from time T1 to time T12 while generating an output corresponding to the required driving force of the vehicle S. As a result, since the output control portion 224 can suppress a rapid increase in the temperature of the catalyst 9 (as indicated by the "catalyst temperature" indicated by the dotted line) in the period from time T1 to time T11, the desorption and emission of ammonia from the catalyst 9 can be suppressed.

[0054] For example, the output control section 224 identifies the output corresponding to the accelerator opening by referring to the storage section 21, and at the time elapsed from time T1, sets the output corresponding to the accelerator opening as the maximum value and increases the output of the engine 6 by a predetermined change amount. Then, for example, the output control section 224 decreases the output of the motor 4 by the predetermined change amount so that the output obtained by subtracting the output of the engine 6 from the output corresponding to the accelerator opening becomes the output of the motor 4.

[0055] Specifically, during time period P1, output control unit 224 increases the output of engine 6 from output E1 to output E2 by a constant amount of change, with output E2 corresponding to the accelerator opening (i.e., the additive value of output E1 and output M2) being the maximum value. Output control unit 224 then decreases the output of motor 4 from output M2 to output M0 (e.g., 0) by a constant amount of change, such that the subtraction value obtained by subtracting the output of engine 6 from output E2 becomes the output of motor 4.

[0056] By operating as described above, output control unit 224 can adjust the amount of change in the output of engine 6 and the amount of change in the output of motor 4 to be equal. Thus, output control unit 224 can change the output of engine 6 and motor 4 at a constant ratio while generating an output corresponding to the accelerator opening. Furthermore, by decreasing the predetermined amount of change, output control unit 224 can gradually increase the output of engine 6 and gradually decrease the output of motor 4.

[0057] Output control unit 224 can determine the predetermined change amount based on (i) the SOC of battery 5, which supplies power to motor 4, and (ii) the angle of the uphill slope at time T1. For example, output control unit 224 decreases the predetermined change amount as the angle of the uphill slope acquired by acquisition unit 221 at time T1 increases. By operating in this manner, even on a steep uphill slope requiring a high output, output control unit 224 can gradually increase the output of engine 6 while gradually decreasing the output of motor 4. As a result, output control unit 224 can suppress a rapid increase in catalyst temperature, thereby suppressing desorption and emission of ammonia from catalyst 9.

[0058] For example, the output control unit 224 decreases the predetermined change amount as the SOC of the battery 5 acquired at time T1 by the acquisition unit 221 increases. By operating in this manner, the output control unit 224 increases the power consumption of the motor 4 as the SOC increases, which gradually reduces the output of the motor 4. Thus, the output control unit 224 can gradually increase the output of the engine 6.

[0059] In addition, the output control section 224 may determine a predetermined change amount so that the SOC is reduced to 0 when the vehicle S is traveling on an uphill slope. For example, the output control section 224 determines a predetermined change amount so that the SOC is reduced to 0 when the vehicle S is traveling on an uphill slope. Figure 2 During the time period from time T1 to time T2 shown in FIG, the SOC decreases to 0 ( Figure 2 By operating in this manner, the output control unit 224 can promote a gradual increase in the output of the engine 6. Furthermore, as the SOC decreases, when the vehicle S, having passed the end position of an uphill slope, travels on a downhill slope and performs regenerative braking, the battery 5 can more efficiently store the electricity generated by the motor 4 through regenerative braking.

[0060] It should be noted that the output control unit 224 can determine the predetermined change amount so that the SOC decreases to a predetermined value when the vehicle S is traveling on an uphill slope. The predetermined value is a value greater than 0 and is the SOC used when the battery 5 is supplying power to devices other than the motor 4. By operating in this manner, the output control unit 224 can promote a gradual increase in the output of the engine 6 while operating each device supplied with power by the battery 5.

[0061] To gradually reduce the motor output after time T1, the motor output must be high at time T1. Furthermore, to gradually increase the engine output after time T1, it is necessary to minimize the change in engine output from the time before time T1 to time T1. Therefore, output control unit 224 determines the engine output and motor output so that the engine output does not increase sharply at time T1, which is the start point of the uphill slope.

[0062] For example, the output control section 224 determines the output of the engine 6 and the output of the motor 4 at time T1 based on (i) the average output of the engine 6 in the period from a predetermined time before time T1 to time T1 and (ii) the accelerator opening at time T1. The predetermined time is a time determined by experiment or simulation and is, for example, 1 second.

[0063] Specifically, at time T1, the output control section 224 calculates the average output E1 of the output of the engine 6, which is determined as the average output E1 of the time period from one second before time T1 to time T1. Then, for example, the output control section 224 determines the average output E1 as the output of the engine 6 at time T1, and determines the output M2 obtained by subtracting the average output E1 from the output E2 corresponding to the accelerator opening at time T1 as the output of the motor 4 at time T1.

[0064] By operating in this manner, the output control unit 224 can increase the output of the motor 4 at time T1 while ensuring that the output of the engine 6 does not increase, thereby always generating an output E2 corresponding to the accelerator opening. As a result, the output control unit 224 can gradually increase the output of the engine 6 while gradually reducing the output of the motor 4 at times after time T1.

[0065] In order to increase the output of the motor 4 at time T1 and gradually reduce the output of the motor 4 at a time after time T1, the vehicle S needs to travel so as to prevent the SOC of the battery 5 from decreasing at a time before time T1. Therefore, in a state where the vehicle S is traveling before an uphill slope, the output control unit 224 increases the output of the engine 6 by an output corresponding to the required driving force of the vehicle S and reduces the output of the motor 4.

[0066] For example, as a result of the determination unit 222 determining that the vehicle S will travel on an uphill slope, the output control unit 224 causes the engine 6 to generate a first correction output obtained by adding a correction amount to the output of the engine 6 corresponding to the accelerator opening and the vehicle speed at a time before time T1. Then, for example, as a result of the determination unit 222 determining that the vehicle S will travel on an uphill slope, the output control unit 224 causes the motor 4 to generate a second correction output obtained by subtracting a correction amount from the output of the motor 4 corresponding to the accelerator opening and the vehicle speed at a time before time T1.

[0067] Specifically, in Figure 2During the time period P0 from time T0 to time T1 shown in FIG, output control unit 224 causes engine 6 to generate a first corrected output E1 obtained by adding a correction amount to engine 6 output E0 corresponding to the accelerator opening and vehicle speed. Then, during time period P0, output control unit 224 causes motor 4 to generate a second corrected output M0 obtained by subtracting the correction amount from motor 4 output M1 corresponding to the accelerator opening and vehicle speed. By operating in this manner, output control unit 224 can adjust the SOC of battery 5 to SOC B1, which is greater than SOC B2, at time T1, thereby suppressing a decrease in the SOC of battery 5.

[0068] For example, output control unit 224 determines the correction amount based on the angle and distance of the uphill slope acquired by acquisition unit 221, as well as the SOC of battery 5. For example, the steeper the angle of the uphill slope, the more output control unit 224 increases the correction amount. By operating in this manner, output control unit 224 can reduce the decrease in SOC before time T1 to a smaller extent as the slope becomes steeper. As a result, the steeper the uphill slope, the more output control unit 224 can increase the amount of power supplied to motor 4 after time T1. This enables output control unit 224 to gradually reduce the output of motor 4.

[0069] For example, the longer the uphill distance, the more output control unit 224 increases the correction amount. By operating in this manner, as the uphill distance increases, output control unit 224 can reduce the decrease in SOC before time T1. This enables output control unit 224 to increase the period during which motor 4 generates output as the uphill distance increases. For example, the lower the SOC of battery 5, the more output control unit 224 increases the correction amount. By operating in this manner, output control unit 224 can prevent the SOC of battery 5 from becoming insufficient at time T1.

[0070] exist Figure 2 In the time period P0 shown in FIG, the engine 6 generates the first correction output E1 and the motor 4 generates the second correction output M0, but the present embodiment is not limited to this operation. The output control unit 224 can change the first correction output and the second correction output as time passes in the time period P0. Figure 3 The changes of the engine output and the motor output in the time period P0 are shown. Figure 3 The values indicated by the solid lines for "motor output", "engine output" and "catalyst temperature" in the period P0 are compared with those in the period P1. Figure 2 The values shown in are different, and all other aspects remain the same.

[0071] like Figure 3As shown in , for example, as time increases from time T0, which is the moment when determination unit 222 determines that vehicle S will travel on an uphill slope, output control unit 224 increases the correction amount for the time period before time T1, which is the start time. Specifically, in time period P0, output control unit 224 increases the correction amount as time increases from time T0, thereby decreasing the output of motor 4 from output M1 to output M0 while increasing the output of engine 6 from output E0 to output E1. By operating in this manner, output control unit 224 can suppress a rapid increase or decrease in engine output at time T0. Furthermore, because output control unit 224 can reduce the amount of change in engine output at time T1, it can promote a gradual increase in engine output.

[0072] <Processing Sequence of Power Determination Device 20>

[0073] Figure 4 An example of a processing sequence in the power determination device 20 is shown. Figure 4 The processing sequence shown in shows an operation of the power determination device 20 determining the output of the engine 6 and the output of the motor 4 when the vehicle S traveling on a flat road continues traveling in the traveling direction to the end position of an uphill slope located ahead.

[0074] The acquisition unit 221 acquires the driving route and position of the vehicle S from the receiving device 1 (S11). Based on the position of the vehicle S, the acquisition unit 221 identifies the starting position of an uphill slope that is ahead of the vehicle S in the driving direction and has the shortest distance from the vehicle S from among the starting positions of a plurality of uphill slopes included in the driving route of the vehicle S (S12).

[0075] The determination unit 222 determines whether the vehicle S will travel on an uphill slope including the identified starting position (S13). If there is a branch point between the starting position of the uphill slope and the position of the vehicle S, the determination unit 222 determines that there is a possibility that the vehicle S will not travel on the uphill slope ("No" in S13). The power determination device 20 then returns to the process of step S11.

[0076] If there is no branch point between the starting position of the uphill slope and the position of the vehicle S, the determination unit 222 determines that the vehicle S will travel on the uphill slope ("Yes" in S13). Then, the output control unit 224 calculates the correction amount for output based on the angle and distance of the slope included in the travel route acquired by the acquisition unit 221 and the SOC of the battery 5 (S14).

[0077] The output control unit 224 calculates a first correction output obtained by adding the calculated correction amount and the output of the engine 6 corresponding to the accelerator opening and the vehicle speed, and calculates a second correction output obtained by subtracting the calculated correction amount from the output of the motor 4 corresponding to the accelerator opening and the vehicle speed (S15).

[0078] If the detection portion 223 does not detect that the vehicle S has passed the start position of the uphill slope (No in S16 ), the output control portion 224 returns to the process of step S15 .

[0079] If the detection unit 223 detects that the vehicle S has passed the starting position of the uphill slope ("YES" in S16), the output control unit 224 calculates the average output of the output of the engine 6 from the time of the predetermined amount of time before the current time to the current time, and identifies the accelerator opening degree (S17). The output control unit 224 then determines the calculated average output as the output of the engine 6, and determines the subtraction value obtained by subtracting the average output from the output corresponding to the accelerator opening degree as the output of the motor 4 (S18). The output control unit 224 then generates the output of the engine 6 and the output of the motor 4 as determined in the process of step S18.

[0080] The output control unit 224 calculates the change in the output of the engine 6 and the output of the motor 4 based on the angle and distance of the uphill slope acquired by the acquisition unit 221 and the SOC of the battery 5 (S19). If the SOC of the battery 5 is equal to or greater than a predetermined amount ("Yes" in S20), the output control unit 224 subtracts the change from the motor output at the time of the control cycle before the current time (S21) and determines the subtraction value obtained by subtracting the change from the motor output as the motor output at the current time. The predetermined amount is an amount greater than or equal to 0 and less than the maximum value of the motor output. If the SOC of the battery 5 is less than the predetermined amount ("No" in S20), the output control unit 224 determines the motor output at the time of the control cycle before the current time as the motor output at the current time without subtracting the change from the motor output, and proceeds to step S22.

[0081] If the engine output at the time of the control cycle before the current time is less than a predetermined value ("YES" in S22), the output control unit 224 adds the change amount to the engine output (S23) and determines the added value obtained by adding the change amount to the engine output as the engine output at the current time. The predetermined value is the output corresponding to the accelerator opening. If the engine output at the time of the control cycle before the current time is equal to or greater than the predetermined value ("NO" in S22), the output control unit 224 determines the engine output at the time of the control cycle before the current time as the engine output at the current time and proceeds to step S24. The output control unit 224 then causes the engine 6 to generate the determined engine output and causes the motor 4 to generate the determined motor output.

[0082] For example, the detection unit 223 detects the end time of the vehicle S completing the travel on the uphill slope based on the end position of the uphill slope included in the travel route acquired by the acquisition unit 221 and the position of the vehicle S (S24). If the detection unit 223 does not detect the end time, that is, if the vehicle S has not yet completed the travel on the uphill slope ("No" in S24), the power determination device 20 repeats the processing from step S20 to step S23. If the detection unit 223 detects the end time, that is, if the vehicle S has completed the travel on the uphill slope ("Yes" in S24), the power determination device 20 ends the processing.

[0083] <Modification example>

[0084] In the above description, the output control unit 224 has been described as determining the correction amounts for the outputs of the engine 6 and the motor 4 in the period from the time when the determination unit 222 determines that the vehicle S will travel on an uphill slope to the time when the vehicle S passes the starting position of the uphill slope. However, the present embodiment is not limited thereto. The output control unit 224 may determine the first correction output and the second correction output by correcting the ratio (distribution) between the output of the engine 6 and the output of the motor 4 in the required output corresponding to the required driving force of the vehicle S.

[0085] Figure 5 An operation of correcting the ratio of outputs between the engine 6 and the motor 4 is shown. Figure 5The power distribution map N1 and the power distribution correction map N2 stored in the storage unit 21 are shown. The power distribution map N1 indicates the distribution (the ratio of the required outputs) between the output of the engine 6 and the output of the motor 4 corresponding to the accelerator opening and the vehicle speed. The power distribution correction map N2 indicates correction values for the distribution of the output of the engine 6 and the output of the motor 4 based on slope information and the SOC of the battery 5. The slope information includes the angle and distance of the slope acquired by the acquisition unit 221. The power distribution correction map N2 indicates correction values for increasing the output of the engine 6 and decreasing the output of the motor 4 as the angle and distance of the slope increase and the SOC of the battery 5 decreases.

[0086] The output control section 224 identifies the distribution (power distribution) between the output of the engine 6 and the output of the motor 4 corresponding to the accelerator opening and the vehicle speed by referring to the power distribution map N1 stored in the storage section 21 ( Figure 5 By referring to the power distribution correction map N2 stored in the storage unit 21, the output control unit 224 identifies the correction value ( Figure 5 (2) shown in ). The output control section 224 determines the corrected power distribution ( Figure 5 (3) shown), and the output of the engine 6 and the output of the motor 4 corresponding to the determined corrected power distribution are determined.

[0087] For example, output control unit 224 identifies an engine output of "0.6" and a motor output of "0.4" as the power distribution, and identifies "0.2" as the correction value. Output control unit 224 then sets the added value "0.8," obtained by adding the correction value "0.2" to the engine output power distribution of "0.6," as the corrected engine output power distribution, and identifies the motor output power distribution of "0.4" as the corrected motor output power distribution. In other words, output control unit 224 causes engine 6 to generate two-thirds of the output corresponding to the required driving force, and causes motor 4 to generate one-third of the output corresponding to the required driving force.

[0088] By operating in this manner, the output of the engine 6 and the output of the motor 4 can be determined based on the angle and distance of the slope of the road on which the vehicle S is traveling and the SOC of the battery 5, without requiring the determination portion 222 to determine whether the vehicle S will be traveling on an uphill slope. It should be noted that, in the event that the determination portion 222 has determined that the vehicle S will not be traveling on an uphill slope, the output control portion 224 can determine the outputs of the engine 6 and the motor 4 by referring to the power distribution map N1. On the other hand, in the event that the determination portion 222 has determined that the vehicle S will be traveling on an uphill slope, the output control portion 224 can determine the outputs of the engine 6 and the motor 4 by referring to the power distribution map N1 and the power distribution correction map N2.

[0089] <Effects of Vehicle S>

[0090] As described above, vehicle S includes detection unit 223, which detects the start time of vehicle S passing the starting position of an uphill slope, and output control unit 224, which increases the output of engine 6 and decreases the output of motor 4 as time passes from the start time. By configuring vehicle S in this manner, vehicle S can gradually increase the output of engine 6 while generating an output corresponding to the driving force required when traveling on a road with an uphill slope. As a result, vehicle S can suppress a rapid increase in the temperature of catalyst 9 due to a rapid increase in the output of engine 6, thereby suppressing the desorption and emission of ammonia adsorbed on catalyst 9.

[0091] The present disclosure has been 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.

[0092] [Description of Reference Signs]

[0093] Hybrid vehicles

[0094] 1 receiving device

[0095] 2 Accelerator device

[0096] 3Vehicle speed sensor

[0097] 4 motors

[0098] 5 batteries

[0099] 6 engines

[0100] 7 exhaust channels

[0101] 8 injection device

[0102] 9 Catalyst

[0103] 10 Drive control device

[0104] 20Power determination equipment

[0105] 21 Storage Department

[0106] 22 Control Unit

[0107] 221 Acquisition Department

[0108] 222 Determination Department

[0109] 223 Testing Department

[0110] 224 output control unit

Claims

1. A hybrid vehicle comprising an engine and a motor as drive sources, the hybrid vehicle comprising: a detection unit that detects a start time when the hybrid vehicle passes a start position of an uphill slope; as well as The output control unit increases the output of the engine and decreases the output of the motor as the time elapsed from the start time increases.

2. The hybrid vehicle according to claim 1, wherein: The output control unit increases the output of the engine by a predetermined change amount with the output corresponding to the accelerator opening as a maximum value during the time elapsed from the start time, and The output of the motor is reduced by the predetermined change amount so that an output obtained by subtracting the output of the engine from the output corresponding to the accelerator opening becomes the output of the motor.

3. The hybrid vehicle according to claim 2, wherein: The output control portion determines the predetermined change amount based on (i) a state of charge stored in an electric storage device that supplies power to the motor and (ii) an angle of the uphill slope, both measured at the start time.

4. The hybrid vehicle according to claim 3, wherein: The output control portion decreases the predetermined change amount as the angle of the uphill slope increases.

5. The hybrid vehicle according to claim 3, wherein: The output control unit decreases the predetermined change amount as the state of charge increases.

6. The hybrid vehicle according to claim 3, wherein: The output control portion determines the predetermined change amount so that the state of charge decreases to zero when the hybrid vehicle travels on the uphill slope.

7. The hybrid vehicle according to any one of claims 1 to 6, wherein: The output control portion determines the output of the engine and the output of the motor at the start time based on (i) the average output of the engine in a period from a predetermined time before the start time to the start time and (ii) the accelerator opening at the start time.

8. The hybrid vehicle according to claim 7, wherein: The output control portion determines the average output as the output of the engine at the start time, and determines an output obtained by subtracting the average output from an output corresponding to the accelerator opening at the start time as the output of the motor at the start time.

9. The hybrid vehicle according to claim 1, further comprising: The determination unit determines that the hybrid vehicle will travel on the uphill slope when there is no branch point of the road between the position of the hybrid vehicle and the start position at a time before the start time.

10. The hybrid vehicle according to claim 9, wherein: As a result of the determination portion determining that the vehicle will travel on the uphill slope, the output control portion causes the engine to generate a first correction output and causes the motor to generate a second correction output at a time before the start time, the first correction output being obtained by adding a correction amount to the output of the engine corresponding to the accelerator opening and the vehicle speed, and the second correction output being obtained by subtracting the correction amount from the output of the motor corresponding to the accelerator opening and the vehicle speed.

11. The hybrid vehicle according to claim 10, wherein: The output control portion increases the correction amount at a time before the start time as a time elapsed from a determination time at which the determination portion determines that the vehicle is to travel on the uphill slope increases.

12. The hybrid vehicle according to claim 10, wherein: The output control section increases the correction amount more as the angle of the ascending slope becomes steeper.

13. The hybrid vehicle according to claim 10, wherein: The output control section increases the correction amount more as the distance of the uphill slope is longer.

14. The hybrid vehicle according to claim 1, wherein The detection portion detects, as the start time, a time when a subtraction value obtained by subtracting a second accelerator opening degree at a time that is a predetermined time before the current time from a first accelerator opening degree at the current time is equal to or greater than a predetermined value.

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