vehicle

Abstract

To prevent engine output from being continuously limited to no avail when a request is made for controlling discharge of particulate matters from an engine.SOLUTION: When a request is made for controlling discharge of particulate matters from an engine, a vehicle controls the engine so that the same is operated within a range equal to or less than control upper limit output. In such a case, when the request is made for controlling discharge of the particulate matters and an excess particulate matter discharge amount obtained by accumulating a difference subtracting a particulate matter discharge amount in actual engine operation from a particulate matter discharge amount assuming engine operation at the control upper limit output is equal to or larger than a first threshold, the vehicle executes upper limit relaxation processing to increase the control upper limit output.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] Conventionally, in a vehicle equipped with an engine having a catalyst attached to the exhaust system for purifying exhaust gas, when warming up of the engine and catalyst is required, a system has been proposed in which the engine is controlled so that it operates at a power equal to or less than the first power when the required power required of the engine is equal to or less than a first power, and when the required power is greater than the first power, the engine is controlled so that it operates at a power equal to or less than a second power that is greater than the first power and less than the maximum allowable output of the engine (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2021-169269 A Summary of the Invention [Problem to be solved by the invention]

[0004] In such vehicles, when it is required to suppress the emission of particulate matter such as soot from the engine, the engine is operated within a range below the control upper limit output to suppress the emission of particulate matter. If this control upper limit output is maintained at a constant value, there is a possibility that the engine output will continue to be unnecessarily restricted when the engine is operated at an output lower than the control upper limit output and the cumulative emission of particulate matter is not that high.

[0005] The main object of the vehicle of the present invention is to suppress the continuous unnecessary restriction of engine output when suppression of particulate matter emissions from the engine is required. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the vehicle of the present invention employs the following means.

[0007] The vehicle of the present invention comprises: The engine, a control device that controls the engine so that the engine is operated within a range equal to or less than a control upper limit output when suppression of particulate matter emissions from the engine is required; A vehicle in which the engine can be operated intermittently, When the control device is requested to suppress the emission of particulate matter, if an excess emission amount of particulate matter obtained as an integrated value of a value obtained by subtracting the emission amount of particulate matter in actual operation of the engine from the emission amount of particulate matter when the engine is assumed to be operated at the control upper limit output reaches a first threshold value or more, the control device executes an upper limit relaxation process to increase the control upper limit output. The gist of the present invention is as follows.

[0008] In the vehicle of the present invention, when suppression of particulate matter emissions from the engine is required, the engine is controlled so that the engine is operated within a range equal to or less than the control upper limit output. In this case, when suppression of particulate matter emissions is required, if the excess particulate matter emission amount obtained as an integrated value of the particulate matter emission amount when the engine is actually operated from the particulate matter emission amount when the engine is operated at the control upper limit output reaches a first threshold value or more, an upper limit relaxation process is executed to increase the control upper limit output. This makes it possible to achieve both suppression of particulate matter emissions from the engine and an increase in engine output to a certain extent. In other words, it is possible to suppress the engine output from being unnecessarily restricted when suppression of particulate matter emissions from the engine is required.

[0009] In the vehicle of the present invention, the control device may increase the control upper limit output based on the surplus emission amount as the upper limit relaxation process. Furthermore, when the particulate matter emission suppression is required and the control device does not execute the upper limit relaxation process, the control device may set the control upper limit output to a reference upper limit output based on the engine start-up water temperature, and when the upper limit relaxation process is executed, the control device may set the control upper limit output to an output obtained by multiplying the reference upper limit output by a coefficient greater than 1. In this way, the upper limit relaxation process can be executed more appropriately.

[0010] In the vehicle of the present invention, the control device may be configured to execute the upper limit relaxation process when the surplus emission amount reaches or exceeds the first threshold when the cumulative air volume in the current trip is equal to or greater than the second threshold when the particulate matter emission suppression is required. In this way, execution of the upper limit relaxation process can be suppressed when the cumulative air volume in the current trip is less than the second threshold.

[0011] In the vehicle of the present invention, when suppression of particulate matter emissions is required, the control device may terminate the upper limit relaxation process when the surplus emission amount becomes less than the first threshold value while the upper limit relaxation process is being executed.

[0012] In the vehicle of the present invention, the control device may be configured to gradually change the control upper limit output by a gradual change process in the upper limit relaxation process, thereby making it possible to suppress a sudden change in the control upper limit output. [Brief description of the drawings]

[0013] [Figure 1] FIG. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram showing an outline of the configuration of an engine 22. [Diagram 3] 11 is a part of a flowchart showing an example of a control upper limit power setting routine executed by the HVECU 70. [Figure 4] 11 is a part of a flowchart showing an example of a control upper limit power setting routine executed by the HVECU 70. [Diagram 5] FIG. 11 is an explanatory diagram showing an example of the relationship between the trip accumulated air amount Iqa1, the current accumulated air amount Iqa2, the output Pe of the engine 22, and the number of particulate matter per unit time Npn. [Figure 6] FIG. 11 is an explanatory diagram showing an example of the relationship between the trip accumulated air amount Iqa1, the current accumulated air amount Iqa2, the output Pe of the engine 22, and the number of particulate matter per unit time Npn. [Figure 7] FIG. 4 is an explanatory diagram showing an example of a first threshold setting map; [Figure 8] FIG. 11 is an explanatory diagram showing an example of a second threshold setting map; [Figure 9] FIG. 4 is an explanatory diagram showing an example of a coefficient setting map; [Figure 10] 11 is a time chart showing an example of the relationship between the trip integrated air amount Iqa1, the remaining discharge amounts Rpn1 and Rpn2, the excess discharge amount Apn, and the control upper limit power Pelim. [Figure 11] FIG. 13 is a diagram showing an outline of the configuration of a hybrid vehicle 220 according to a modified example. [Figure 12] FIG. 13 is a diagram showing the outline of the configuration of an engine vehicle 320 according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0015] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention, and Fig. 2 is a schematic diagram showing the configuration of an engine 22. As shown in Fig. 1, the hybrid vehicle 20 of the embodiment includes the engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70.

[0016] The engine 22 is configured as an internal combustion engine that uses fuel such as gasoline or diesel to output power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in Fig. 2, the engine 22 has a port injection valve 125 that injects fuel into an intake port, and an in-cylinder injection valve 126 that injects fuel into a cylinder. By having the port injection valve 125 and the in-cylinder injection valve 126, the engine 22 can be operated in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode.

[0017] In the port injection mode, air purified by the air cleaner 122 is drawn into the intake pipe 123 and passes through the throttle valve 124, while fuel is injected from the port injection valve 125, and the air and fuel are mixed. This mixture is then drawn into the combustion chamber 129 via the intake valve 128, where it is explosively combusted by an electric spark from the ignition plug 130, and the reciprocating motion of the piston 132, which is pushed down in the cylinder bore 131 by the energy of the explosive combustion, is converted into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is drawn into the combustion chamber 129 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 126 during the intake stroke and compression stroke, and the fuel is explosively combusted by an electric spark from the ignition plug 130, to obtain the rotational motion of the crankshaft 23. In the common injection mode, fuel is injected from the port injection valve 125 when air is sucked into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 126 during the intake stroke and the compression stroke, and the fuel is exploded and burned by an electric spark from the spark plug 130 to obtain the rotational motion of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22, etc. Exhaust exhaust discharged from the combustion chamber 129 to the exhaust pipe 134 via the exhaust valve 133 is discharged to the outside air via the purification device 135. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in the exhaust. Note that the purification catalyst 135a may be a four-way catalyst that combines the purification function of the three-way catalyst with the collection function of collecting particulate matter (PM: Particulate Matter) such as soot in the exhaust.

[0018] The engine 22 further includes a variable valve timing device 150. The variable valve timing device 150 is configured to be able to continuously change the opening and closing timings of the intake valve 128 and the exhaust valve 133, respectively.

[0019] The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24. The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of a crankshaft 23 of the engine 22, and a cooling water temperature Tw from a water temperature sensor 142 that detects the temperature of cooling water for the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes the intake valve 128 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 133. Other examples include the throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, and the intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123. Other examples include a front air-fuel ratio AFf from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 in the exhaust pipe 134, and a rear air-fuel ratio AFr from a rear air-fuel ratio sensor 138 attached downstream of the purification device 135 in the exhaust pipe 134.

[0020] Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of signals output from the engine ECU 24 include a control signal to the throttle valve 124, a control signal to the port injection valve 125, a control signal to the in-cylinder injection valve 126, a control signal to the spark plug 130, and a control signal to the variable valve timing device 150.

[0021] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. The engine ECU 24 also calculates a load factor KL (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22. Furthermore, the engine ECU 24 calculates the opening and closing timings VTi, VTo of the intake valve 128 and the exhaust valve 133 based on the angles (θci-θcr), (θco-θcr) of the cam angles θci, θco of the intake camshaft and the exhaust camshaft from the cam position sensor 144 relative to the crank angle θcr. In addition, the engine ECU 24 estimates the temperature Tc of the purification catalyst 135a of the purification device 135 based on the cooling water temperature Tw from the water temperature sensor 142, the rotation speed Ne of the engine 22, the load factor KL, and the ignition timing.

[0022] As shown in Fig. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36 that is connected to drive wheels 39a, 39b via a differential gear 38 is connected to a ring gear of the planetary gear 30. A crankshaft 23 of the engine 22 is connected to a carrier of the planetary gear 30.

[0023] The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, its rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and its rotor is connected to the drive shaft 36. The inverters 41, 42 are used to drive the motors MG1, MG2, and are connected to a battery 50 via a power line 54. The motors MG1, MG2 are rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40 controlling the switching of a plurality of switching elements (not shown) of the inverters 41, 42.

[0024] The motor ECU 40 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors required for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input ports. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position sensors (not shown) that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors (not shown) that detect the phase currents flowing through the phases of the motors MG1 and MG2. The motor ECU 40 outputs switching control signals and the like to a plurality of switching elements (not shown) of the inverters 41 and 42 via the output ports. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1, θe2 and rotation speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position sensors.

[0025] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-hydrogen secondary battery, and as described above, is connected to the inverters 41, 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as the "battery ECU") 52.

[0026] Although not shown, the battery ECU 52 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include a voltage Vb of the battery 50 from a voltage sensor (not shown) attached between the terminals of the battery 50, a current Ib of the battery 50 from a current sensor (not shown) attached to an output terminal of the battery 50, and a temperature Tb of the battery 50 from a temperature sensor (not shown) attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates a power storage ratio SOC of the battery 50 based on an integrated value of the current Ib of the battery 50 from the current sensor. The power storage ratio SOC is a ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

[0027] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Other examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

[0028] In the hybrid vehicle 20 of the embodiment thus configured, the HVECU 70, the engine ECU 24, and the motor ECU 40 are controlled in a coordinated manner to basically switch between a hybrid driving mode (HV driving mode) in which the engine 22 is operated, and an electric driving mode (EV driving mode) in which the engine 22 is not operated, and the vehicle runs while operating the engine 22 intermittently.

[0029] In the HV driving mode, the HVECU 70 sets a driving torque Td* required for driving (required of the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and calculates a driving power Pd* required for driving by multiplying the set driving torque Td* by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2). Next, a provisional target power Petmp, which is a provisional value of the target power Pe* of the engine 22, is set based on the driving power Pd* and the power storage rate SOC of the battery 50, and the set provisional target power Petmp is limited (upper limit guarded) by the control upper limit power Pelim to set the target power Pe*. A method for setting the control upper limit power Pelim will be described later. Then, the target rotation speed Ne* and target torque Te* of the engine 22 and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so that the target power Pe* is output from the engine 22 and the driving torque Td* is output to the drive shaft 36, and the set target rotation speed Ne* and target torque Te* are sent to the engine ECU 24 and the torque commands Tm1* and Tm2* are sent to the motor ECU 40.

[0030] The engine ECU 24 performs operation control of the engine 22, such as intake air amount control, fuel injection control, ignition control, and opening / closing timing control, so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. The intake air amount control is performed by controlling the opening of the throttle valve 124. The fuel injection control is performed by controlling the fuel injection amount from the port injection valve 125 and the in-cylinder injection valve 126 in the port injection mode, the in-cylinder injection mode, and the shared injection mode. The ignition control is performed by controlling the ignition timing of the spark plug 130. The opening / closing timing control is performed by controlling the opening / closing timing of the intake valve 128 and the exhaust valve 133 by the variable valve timing device 150. The motor ECU 40 performs switching control of a plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*.

[0031] In the EV driving mode, the HVECU 70 sets the driving torque Td* in the same manner as in the HV driving mode, sets the torque command Tm1* of the motor MG1 to a value of 0, sets the torque command Tm2* of the motor MG2 so that the driving torque Td* is output to the drive shaft 36, and transmits the set torque commands Tm1* and Tm2* to the motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above.

[0032] In the HV driving mode, when the tentative target power Petmp falls below the threshold value Peref, it is determined that the stop condition for the engine 22 is satisfied, the engine 22 is stopped, and the mode is switched to the EV driving mode. In the EV driving mode, when the tentative target power Petmp calculated in the same manner as in the HV driving mode falls above the power threshold value Peref, it is determined that the start condition for the engine 22 is satisfied, the engine 22 is started, and the mode is switched to the HV driving mode.

[0033] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, in particular the process of setting the control upper limit power Pelim, will be described. Figures 3 and 4 are flowcharts showing an example of a control upper limit power setting routine executed by the HVECU 70. This routine is repeatedly executed while the engine 22 is operating.

[0034] 3 and 4, the HVECU 70 first inputs data such as the engine 22's initial start water temperature Twst1, current start water temperature Twst2, trip integrated air volume Iqa1, current integrated air volume Iqa2, and actual output Peac (step S100). Here, the initial start water temperature Twst1 and current start water temperature Twst2 are input with the cooling water temperature Tw detected by the water temperature sensor 142 at the initial start and current start of the engine 22 in the current trip, respectively. The trip integrated air volume Iqa1 is the integrated air volume in the current trip, and is input with a value calculated as an integrated value of the intake air volume Qa detected by the air flow meter 123a from the initial start of the engine 22 in the current trip. The current integrated air amount Iqa2 is the integrated air amount during the current operation of the engine 22 (from the start of the current operation of the engine 22 to the end of the current operation), and is input with a value calculated as an integrated value of the intake air amount Qa detected by the air flow meter 123a from the start of the current operation of the engine 22. The actual output Peac is the output during the actual operation of the engine 22, and is input with a value estimated based on the rotation speed Ne of the engine 22, the load factor KL (intake air amount Qa), the ignition timing, etc.

[0035] Next, it is determined whether or not this routine is executed for the first time in the current operation of the engine 22 (step S110). When it is determined that this routine is executed for the first time in the current operation of the engine 22, the upper limit release flag Fpe is set to a value of 0 (step S120), the temporary upper limit power Pe1 is set based on the initial start water temperature Twst1 (step S130), and the temporary upper limit power Pe2 is set based on the current start water temperature Twst2 (step S140). Here, the details of the upper limit release flag Fpe will be described later. The temporary upper limit power Pe1 is an upper limit power that is set so as to ensure the running performance of the vehicle. This temporary upper limit power Pe1 can be set, for example, by applying the initial start water temperature Twst1 to a first temporary upper limit output setting map in which the relationship between the initial start water temperature Twst1 and the temporary upper limit power Pe1 is determined in advance by experiments, analysis, machine learning, or the like. The temporary upper limit power Pe1 is set to be higher as the initial start water temperature Twst1 is higher. The provisional upper limit power Pe2 is an upper limit power that is set so that the total emission amount of particulate matter (particulate matter number (PN)) Spn2 described below is equal to or less than the allowable amount Spnlim during the current operation of the engine 22. This provisional upper limit power Pe2 can be set, for example, by applying the current start-up water temperature Twst2 to a second provisional upper limit output setting map that is determined in advance by experiment, analysis, machine learning, or the like with respect to the relationship between the current start-up water temperature Twst2 and the provisional upper limit power Pe2. The provisional upper limit power Pe2 is set to be higher as the current start-up water temperature Twst2 is higher.

[0036] Then, the total particulate matter emission amount Spn1 is calculated based on the tentative upper limit power Pe1 (step S150), and the total particulate matter emission amount Spn2 is calculated based on the tentative upper limit power Pe2 (step S160). Here, the total particulate matter emission amount Spn1 is an assumed value of the total particulate matter emission amount (total particulate matter number) when the engine 22 is assumed to be continuously operated at the tentative upper limit power Pe1 in the current operation of the engine 22. The total particulate matter emission amount Spn2 is an assumed value of the total particulate matter emission amount when the engine 22 is assumed to be continuously operated at the tentative upper limit power Pe2 in the current operation of the engine 22. FIG. 5 is an explanatory diagram showing an example of the relationship between the trip integrated air amount Iqa1 and the current integrated air amount Iqa2 and the output Pe of the engine 22 and the number Npn of particulate matter per unit time. When the trip accumulated air volume Iqa1, the current accumulated air volume Iqa2, the output Pe, and the particulate matter number Npn have the relationship shown in Fig. 5, the total emission Spn1 can be calculated by applying the tentative upper limit power Pe1 to the output Pe and integrating the trip accumulated air volume Iqa1 in a range equal to or greater than the input value in step S100. The total emission Spn2 can be calculated by applying the tentative upper limit power Pe2 to the output Pe and integrating the current accumulated air volume Iqa2 in a range equal to or greater than the input value in step S100. For example, when the tentative upper limit power Pe1 is an output Pe with a value of Pe6 and the input value of the trip accumulated air volume Iqa1 is a value Iqa1ini, the area surrounded by the thick solid line in Fig. 5 can be calculated as the total emission Spn1. Furthermore, when the output Pe of the provisional upper limit power Pe2 is Pe3 and the input value of the current integrated air amount Iqa2 is 0, the area surrounded by the thick dashed line in FIG. 5 can be calculated as the total discharge amount Spn2.

[0037] In addition, the total emission amount Spn1 is set to the remaining emission amount Rpn1 of particulate matter (step S170), and the total emission amount Spn2 is set to the remaining emission amount Rpn2 of particulate matter (step S180). Also, the surplus emission amount Apn of particulate matter is set to a value of 0 (step S190).

[0038] When it is determined in step S110 that this routine is not executed for the first time in the current operation of the engine 22 (it is executed for the second or subsequent time), a particulate matter emission amount Qpn1 is calculated based on the provisional upper limit power Pe1 and the previous and latest values ​​of the trip integrated air amount Iqa1 (step S200). In addition, a particulate matter emission amount Qpn2 is calculated based on the provisional upper limit power Pe2 and the previous and latest values ​​of the current integrated air amount Iqa2 (step S210). In addition, a particulate matter emission amount Qpn3 is calculated based on the actual output Peac of the engine 22 and the previous and latest values ​​of the current integrated air amount Iqa2 (step S220). Here, the particulate matter emission amount Qpn1 is the particulate matter emission amount when it is assumed that the engine 22 is operated at the provisional upper limit power Pe1 over the period during which the trip integrated air amount Iqa1 changes from the previous value to the latest value. The particulate matter emission amount Qpn2 is the amount of particulate matter emission when the engine 22 is operated at the tentative upper limit power Pe2 over the period during which the current integrated air amount Iqa2 changes from the previous value to the latest value. The particulate matter emission amount Qpn3 is the amount of particulate matter emission when the engine 22 is operated at the actual output Peac over the period during which the current integrated air amount Iqa2 changes from the previous value to the latest value. When the trip integrated air amount Iqa1 or the current integrated air amount Iqa2, the output Pe, and the particulate matter number Npn have the relationship shown in FIG. 5, the particulate matter emission amount Qpn1 can be calculated by applying the tentative upper limit power Pe1 to the output Pe and integrating the trip integrated air amount Iqa1 in the range from the previous value to the latest value. The particulate matter emission amount Qpn2 can be calculated by applying the tentative upper limit power Pe2 to the output Pe and integrating the current integrated air amount Iqa2 in the range from the previous value to the latest value. The period emission amount Qpn3 can be calculated by applying the actual output Peac to the output Pe and integrating the current integrated air amount Iqa2 within the range from the previous value to the latest value.

[0039] Next, the remaining emission amount Rpn1 is calculated by subtracting the period emission amount Qpn1 from the previous remaining emission amount of particulate matter (previous Rpn1) (step S230), and the remaining emission amount Rpn2 is calculated by subtracting the period emission amount Qpn3 from the previous remaining emission amount of particulate matter (previous Rpn2) (step S240). In addition, the value obtained by subtracting the period emission amount Qpn3 from the period emission amount of particulate matter Qpn2 is added to the previous surplus emission amount (previous Apn) to calculate the surplus emission amount Apn (step S250). FIG. 6 is an explanatory diagram showing an example of the relationship between the trip integrated air amount Iqa1 and the current integrated air amount Iqa2, the output Pe of the engine 22, and the number Npn of particulate matter per unit time, similar to FIG. 5. For example, the area surrounded by the thick solid line in FIG. 6 can be calculated as the remaining emission amount Rpn1. In addition, the area surrounded by the thick dashed line in FIG. 6 can be calculated as the remaining emission amount Rpn2. Furthermore, the region surrounded by the thick dashed line in FIG. 6 (the region surrounded by the thick broken line that is equal to or less than the latest value of the current integrated air amount Iqa2) can be calculated as the surplus discharge amount Apn.

[0040] Thus, when the remaining particulate matter emission amount Rpn1, the remaining emission amount Rpn2, and the excess emission amount Apn are set or calculated in the processing of steps S170 to S190 or the processing of steps S230 to S250, the value of the upper limit release flag Fpe is checked (step S260). Then, when the upper limit release flag Fpe has a value of 0, the remaining particulate matter emission amount Rpn2 is compared with the remaining emission amount Rpn1 (step S270). This processing is processing to predict whether or not there is a possibility that the integrated emission amount of particulate matter in the current operation of the engine 22, i.e., the integrated value of the period emission amount Qpn3, will exceed the allowable amount Spnlim when the upper limit release processing is executed to release the control upper limit power Pelim to the tentative upper limit power Pe1. Although details will be described later, when the upper limit release process is executed, the control upper limit power Pelim is set to a tentative upper limit power Pe1, and when the upper limit release process is not executed, the control upper limit power Pelim is set to a value less than the tentative upper limit power Pe1, specifically, a value obtained by multiplying the tentative upper limit power Pe2 or a coefficient kpe greater than the value 1.

[0041] When the remaining emission amount Rpn2 is less than the remaining emission amount Rpn1 in step S270, it is predicted that there is a possibility that the cumulative emission amount of particulate matter in the current operation of the engine 22 will become greater than the allowable amount Spnlim if the upper limit release process is executed, and the upper limit release flag Fpe is held at the value 0. When the remaining emission amount Rpn2 is equal to or greater than the remaining emission amount Rpn1 in step S270, it is predicted that there is a sufficiently low possibility that the cumulative emission amount of particulate matter in the current operation of the engine 22 will become greater than the allowable amount Spnlim even if the upper limit release process is executed, and the upper limit release flag Fpe is switched from the value 0 to the value 1 (step S280). When the upper limit release flag Fpe is equal to the value 1 in step S260, the upper limit release flag Fpe is held at the value 1. The upper limit release flag Fpe is a flag that indicates whether or not to execute the upper limit release process based on the fact that the remaining emission amount Rpn2 is equal to or greater than the remaining emission amount Rpn1.

[0042] Next, a threshold value Iqaref2 is set based on the current start-up water temperature Twst2 (step S290), and the trip integrated air amount Iqa1 is compared with the threshold value Iqaref11 (step S300), and the current integrated air amount Iqa2 is compared with the threshold value Iqaref2 that is smaller than the threshold value Iqaref11 (step S310). Here, the threshold value Iqaref11 and the threshold value Iqaref2 are both threshold values ​​used to determine whether or not the warm-up of the combustion chamber 129 of the engine 22 is insufficient (not completed) and a PN suppression request is made to suppress the emission of particulate matter. A fixed value is used as the threshold value Iqaref11. The threshold value Iqaref2 can be set, for example, by applying the current start-up water temperature Twst2 to a first threshold setting map in which the relationship between the current start-up water temperature Twst2 and the threshold value Iqaref2 is determined in advance by experiments, analysis, machine learning, or the like. FIG. 7 is an explanatory diagram showing an example of the first threshold setting map. As shown in the figure, the threshold value Iqaref2 is set to be higher as the current start-time water temperature Twst2 is lower. This is based on the fact that the lower the current start-time water temperature Twst, the more difficult it is for the fuel injected from the port injection valve 125 or the in-cylinder injection valve 126 to vaporize, and the more likely it is that the amount of particulate matter emitted will increase.

[0043] When the trip integrated air amount Iqa1 is equal to or greater than the threshold value Iqaref11 in step S300, or when the current integrated air amount Iqa2 is equal to or greater than the threshold value Iqaref2 in step S310, it is determined that the PN suppression request has not been made, and the provisional upper limit power Pe1 is set to the control upper limit power Pelim (step S410), the PN suppression request flag Fpn is set to a value of 0 (step S420), and this routine is terminated. Here, the PN suppression request flag Fpn is a flag indicating whether or not a PN suppression request, which is a request for suppressing emission of particulate matter from the engine 22, has been made. In this case, the HVECU 70 sets the target power Pe* of the engine 22 within a range equal to or less than the control upper limit power Pelim (=Pe1), and sets the target rotation speed Ne* and the target torque Te* of the engine 22 based on the target power Pe*. In addition, when the PN suppression request flag Fpn has a value of 0, the engine ECU 24 determines that a PN suppression request has not been made, and performs operation control of the engine 22 (hereinafter referred to as "normal operation control") based on the target rotation speed Ne* and target torque Te*, taking into consideration fuel economy, fuel dilution, emissions, drivability, etc.

[0044] When the trip cumulative air amount Iqa1 is less than the threshold value Iqaref11 in step S300 and the current cumulative air amount Iqa2 is less than the threshold value Iqaref2 in step S310, it is determined that a PN suppression request has been made, and the value of the upper limit release flag Fpe is checked (step S320). When the upper limit release flag Fpe is 0, it is determined that the upper limit release process is not requested, and the threshold value Iqaref12 is set within a range less than the threshold value Iqaref11 based on the initial start-up water temperature Twst1 (step S330), and the total discharge amount Spn2 multiplied by the coefficient kpn is set to the threshold value Apnref (step S340). Next, the trip cumulative air amount Iqa1 is compared with the threshold value Iqaref12 (step S350), and the excess particulate matter discharge amount Apn is compared with the threshold value Apnref (step S360).

[0045] Here, the threshold value Iqaref12 and the threshold value Apnref are threshold values ​​used to determine whether or not to execute an upper limit relaxation process that increases the control upper limit power Pelim relative to the tentative upper limit power Pe2 within a range less than the tentative upper limit power Pe1. The threshold value Iqaref12 can be set, for example, by applying the initial start water temperature Twst1 to a second threshold setting map in which the relationship between the initial start water temperature Twst1 and the threshold value Iqaref12 is determined in advance by experiment, analysis, machine learning, or the like. FIG. 8 is an explanatory diagram showing an example of the second threshold setting map. As shown in the figure, the threshold value Iqaref12 is set to be higher as the initial start water temperature Twst1 is lower. This is for the same reason as the tendency of the threshold value Iqaref2 relative to the current start water temperature Twst2. The coefficient kpn used to set the threshold value Apnref is, for example, about 0.05 to 0.10.

[0046] When the trip integrated air amount Iqa1 is less than the threshold value Iqaref12 in step S350, or when the excess particulate matter emission amount Apn is less than the threshold value Apnref in step S360, it is determined that the upper limit relaxation process is not to be executed, the tentative upper limit power Pe2 is set to the control upper limit power Pelim (step S370), the PN suppression request flag Fpn is set to a value of 1 (step S400), and this routine is terminated. In this case, the HVECU70 sets the target power Pe* of the engine 22 within a range equal to or less than the control upper limit power Pelim (=Pe2), and sets the target rotation speed Ne* and target torque Te* of the engine 22 based on the target power Pe*. Furthermore, when the PN suppression request flag Fpn is set to a value of 1, the engine ECU 24 determines that a PN suppression request has been made, and performs operation control of the engine 22 (hereinafter referred to as "PN suppression operation control") by injecting fuel from the in-cylinder injection valve 126 in multiple separate injections during the intake stroke (for example, once each in the first half and the second half of the intake stroke) in the in-cylinder injection mode or the shared injection mode. This makes it possible to shorten the injection length of the fuel injected from the in-cylinder injection valve 126 to suppress the fuel from hitting the cylinder bore 131 or the piston 132, and to ensure the atomization time of the fuel. Therefore, by limiting the output Pe of the engine 22 or injecting fuel from the in-cylinder injection valve 126 in multiple separate injections during the intake stroke in the in-cylinder injection mode or the shared injection mode, it is possible to suppress the emission of particulate matter.

[0047] When the trip integrated air amount Iqa1 is equal to or greater than the threshold value Iqaref12 in step S350 and the excess particulate matter emission amount Apn is equal to or greater than the threshold value Apnref in step S360, it is determined that upper limit relaxation processing is to be performed, a coefficient kpe is set within a range greater than 1 based on the excess particulate matter emission amount Apn (step S380), a value obtained by multiplying the temporary upper limit power Pe2 by the coefficient kpe is set as the control upper limit power Pelim (step S390), the PN suppression request flag Fpn is set to 1 (step S400), and this routine is terminated. In this case, the HVECU70 sets the target power Pe* of the engine 22 within a range equal to or less than the control upper limit power Pelim (=Pe2·kpn), and sets the target rotation speed Ne* and target torque Te* of the engine 22 based on the target power Pe*. In this way, by increasing the control upper limit power Pelim relative to the tentative upper limit power Pe2 as the upper limit relaxation process, it is possible to achieve to some extent both suppression of particulate matter emissions from the engine 22 and an increase in the output of the engine 22. That is, it is possible to prevent the output of the engine 22 from being unnecessarily restricted when suppression of particulate matter emissions from the engine 22 is required. Moreover, by executing the upper limit relaxation process when the trip integrated air amount Iqa1 is equal to or greater than the threshold value Iqaref12 and the excess particulate matter emission amount Apn is equal to or greater than the threshold value Apnref, it is possible to prevent the upper limit relaxation process from being executed when the trip integrated air amount Iqa1 is less than the threshold value Iqaref12, for example, immediately after the engine 22 starts operating for the first time in a trip.

[0048] Here, the coefficient kpe can be set by applying the excess particulate matter emission amount Apn to a coefficient setting map in which the relationship between the excess particulate matter emission amount Apn and the coefficient kpe is determined in advance through experiments, analysis, machine learning, or the like. Fig. 9 is an explanatory diagram showing an example of the coefficient setting map. As shown in the figure, the coefficient kpe is set to be larger with respect to the value 1 as the excess particulate matter emission amount Apn increases, within a range in which the value obtained by multiplying the coefficient kpe by the tentative upper limit power Pe2 is less than the tentative upper limit power Pe1. This allows the control upper limit power Pelim to be larger with an increase in the excess particulate matter emission amount Apn, and the output power Pe of the engine 22 to be increased.

[0049] When the control upper limit power Pelim is increased relative to the tentative upper limit power Pe2 as the upper limit relaxation process, the output Pe of the engine 22 may become greater than the tentative upper limit power Pe2. In this case, the periodic emission amount Qpn3 of particulate matter becomes greater than the periodic emission amount Qpn2 of particulate matter in steps S210 and S230, so the excess emission amount Apn of particulate matter decreases in step S250. This reduces the coefficient kpn and the control upper limit power Pelim. Then, when the excess emission amount Apn of particulate matter becomes less than the threshold value Apnref in step S360, the tentative upper limit power Pe2 is set to the control upper limit power Pelim in step S370. In this manner, the upper limit relaxation process ends.

[0050] When the trip cumulative air amount Iqa1 is less than the threshold value Iqaref11 in step S300 and the current cumulative air amount Iqa2 is less than the threshold value Iqaref2 in step S310, if the upper limit release flag Fpe is 1 in step S320, it is determined that the upper limit release process is requested based on the remaining emission amount Rpn2 being equal to or greater than the remaining emission amount Rpn1, and as the upper limit release process, the provisional upper limit power Pe1 is set to the control upper limit power Pelim (step S410), the PN suppression request flag Fpn is set to 0 (step S420), and this routine is terminated. As described above, when the remaining emission amount Rpn2 of particulate matter becomes equal to or greater than the remaining emission amount Rpn1, the upper limit release flag Fpe is switched from 0 to 1, and at this time, as the upper limit release process, the control upper limit power Pelim is switched from the provisional upper limit power Pe2 or a value obtained by multiplying the provisional upper limit power Pe2 by the coefficient kpe to the provisional upper limit power Pe1. This may allow the upper limit release process to be performed earlier than when the upper limit release process is executed only when the trip integrated air amount Iqa1 reaches or exceeds the threshold value Iqaref11 or when the current integrated air amount Iqa2 reaches or exceeds the threshold value Iqaref2. For example, when the actual output Peac of the engine 22 is relatively low compared to the tentative upper limit power Pe2 (the periodic emission amount Qpn3 of particulate matter is relatively small) and the remaining emission amount Rpn2 decreases relatively slowly, the remaining emission amount Rpn2 is likely to reach or exceed the remaining emission amount Rpn1 earlier, and the control upper limit power Pelim can be easily switched to the tentative upper limit power Pe1 earlier. As a result, it is possible to prevent the output Pe of the engine 22 from being unnecessarily restricted.

[0051] FIG. 10 is a time chart showing an example of the relationship between the trip integrated air amount Iqa1, the remaining discharge amount Rpn1, Rpn2, the excess discharge amount Apn, and the control upper limit power Pelim. As shown in the figure, when the control upper limit power Pelim is set to the provisional upper limit power Pe2, if the trip integrated air amount Iqa1 is equal to or greater than the threshold Iqaref12 and the excess discharge amount Apn is equal to or greater than the threshold Apnref (time t1), the control upper limit power Pelim is increased relative to the provisional upper limit power Pe2 as an upper limit relaxation process. Then, if the excess discharge amount Apn falls below the threshold Apnref while the upper limit relaxation process is being performed, the control upper limit power Pelim is reduced to the provisional upper limit power Pe2 as the end of the upper limit relaxation process. After that, if the remaining discharge amount Rpn2 is equal to or greater than the remaining discharge amount Rpn1 (time t3), the control upper limit power Pelim is increased to the provisional upper limit power Pe1 as an upper limit release process.

[0052] In the hybrid vehicle 20 of the embodiment described above, when the trip integrated air amount Iqa1 is less than the threshold Iqaref11, the current integrated air amount Iqa2 is less than the threshold Iqaref2, and the upper limit release flag Fpe is 0, if the trip integrated air amount Iqa1 is equal to or greater than the threshold Iqaref12 and the particulate matter excess discharge amount Apn is equal to or greater than the threshold Apnref, the control upper limit power Pelim is increased relative to the provisional upper limit power Pe2 as the upper limit relaxation process. This makes it possible to achieve both suppression of particulate matter emissions from the engine 22 and an increase in the output of the engine 22 to some extent. That is, when suppression of particulate matter emissions from the engine 22 is required, it is possible to suppress the output of the engine 22 from being unnecessarily restricted. Moreover, by setting the product of the provisional upper limit power Pe2 and a coefficient kpe greater than the value 1 based on the excess discharge amount Apn as the control upper limit power Pelim as the upper limit relaxation process, the control upper limit power Pelim can be more appropriately increased according to the excess discharge amount Apn. Furthermore, by executing the upper limit relaxation process when the trip accumulated air volume Iqa1 is equal to or greater than the threshold value Iqaref12 and the excess particulate matter emission amount Apn is equal to or greater than the threshold value Apnref, it is possible to suppress the execution of the upper limit relaxation process when the trip accumulated air volume Iqa1 is less than the threshold value Iqaref12, for example, immediately after the engine 22 starts operating for the first time in a trip.

[0053] In the hybrid vehicle 20 of the embodiment, the provisional upper limit power Pe1 is set based on the water temperature Twst1 at the time of initial startup. However, the provisional upper limit power Pe1 may be set to the rated output of the engine 22 or an output slightly lower than the rated output.

[0054] In the hybrid vehicle 20 of the embodiment, when the upper limit release flag Fpe is set to a value of 0, and the remaining discharge amount Rpn2 is equal to or greater than the remaining discharge amount Rpn1, i.e., when the difference (Rpn2-Rpn1) obtained by subtracting the remaining discharge amount Rpn1 from the remaining discharge amount Rpn2 is equal to or greater than a value of 0, the upper limit release flag Fpe is switched to a value of 1. However, the upper limit release flag Fpe may also be switched to a value of 1 when the remaining discharge amount Rpn2 is equal to or greater than the value obtained by adding the margin α to the remaining discharge amount Rpn1, i.e., when the difference (Rpn2-Rpn1) is equal to or greater than the margin α.

[0055] In the hybrid vehicle 20 of the embodiment, when the trip accumulated air amount Iqa1 is equal to or greater than the threshold value Iqaref12 and the excess particulate matter emission amount Apn is equal to or greater than the threshold value Apnref, the upper limit relaxation process is executed. However, when the excess particulate matter emission amount Apn is equal to or greater than the threshold value Apnref, the upper limit relaxation process may be executed regardless of the trip accumulated air amount Iqa1.

[0056] In the hybrid vehicle 20 of the embodiment, the threshold value Iqaref12 is set based on the initial start-up water temperature Twst1. However, the threshold value Iqaref12 may be set based on the current start-up water temperature Twst2. Also, a constant value may be used as the threshold value Iqaref12.

[0057] In the hybrid vehicle 20 of the embodiment, the threshold value Apnref is set to a value obtained by multiplying the total discharge amount Spn2 by the coefficient kpn. However, a fixed value may be used as the threshold value Apnref.

[0058] In the hybrid vehicle 20 of the embodiment, the upper limit relaxation process is performed by setting the coefficient kpe so that it is larger than the value 1 as the excess emission amount Apn of particulate matter increases, and setting the value obtained by multiplying the temporary upper limit power Pe2 by the coefficient kpe as the control upper limit power Pelim. However, a constant value larger than the value 1 may be used as the coefficient kpe.

[0059] In the hybrid vehicle 20 of the embodiment, when the upper limit relaxation process is started, the control upper limit power Pelim is abruptly increased from the tentative upper limit power Pe2 to a value (Pe2·kpe) obtained by multiplying the tentative upper limit power Pe2 by a coefficient kpe, and when the upper limit relaxation process is ended, the control upper limit power Pelim is abruptly decreased from the value (Pe2·kpe) to the tentative upper limit power Pe2. However, at these times, the control upper limit power Pelim may be changed gently (gradually) using a gradual change process such as a rate process or an averaging process. In this way, abrupt changes in the control upper limit power Pelim can be suppressed. Furthermore, by gradually increasing the control upper limit power Pelim when the excess particulate matter emission amount Apn reaches or exceeds the threshold value Apnref and the upper limit relaxation process is started, it is possible to prevent the time until the excess emission amount Apn falls below the threshold value Apnref and the upper limit relaxation process is terminated from becoming excessively short, compared to when the control upper limit power Pelim is increased steeply.

[0060] In the hybrid vehicle 20 of the embodiment, the engine 22 has the port injection valve 125 and the in-cylinder injection valve 126. However, the engine 22 may have only one of the port injection valve 125 and the in-cylinder injection valve 126.

[0061] In the hybrid vehicle 20 of the embodiment, the variable valve timing device 150 of the engine 22 is configured to be capable of continuously changing the opening and closing timing of the intake valve 128 and the exhaust valve 133. However, the variable valve timing device 150 may be configured to be capable of continuously changing only one of the intake valve 128 and the exhaust valve 133.

[0062] In the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a, 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36, and the hybrid vehicle 20 is described, which runs while the engine 22 is intermittently operated. However, the present invention is not limited to this, and any vehicle may be used as long as the engine 22 can be intermittently operated. For example, as shown in a modified hybrid vehicle 220 of FIG. 11, the motor MG may be connected to the drive shaft 36 connected to the drive wheels 39a, 39b via a transmission 230, and the engine 22 may be connected to the motor MG via a clutch 226, and the vehicle may run while the engine 22 is intermittently operated. Also, as shown in a modified engine vehicle 320 of FIG. 12, the engine 22 may be connected to the drive shaft 36 connected to the drive wheels 39a, 39b via a transmission 330, and the vehicle may be capable of performing an idle stop.

[0063] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on solving the problem will be described below. In the embodiment, the engine 22 corresponds to the "engine" and the engine ECU 24 corresponds to the "control device."

[0064] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0065] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0066] The present invention can be used in the vehicle manufacturing industry and the like. [Explanation of symbols]

[0067] 20,220 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 30 Planetary gear, 36 Drive shaft, 38 Differential gear, 39a,39b Drive wheel, 40 Motor ECU, 41,42 Inverter, 50 Battery, 52 Battery ECU, 54 Power line, 70 HVECU, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 Vehicle speed sensor, 122 Air cleaner, 123 Intake pipe, 123a Air flow meter, 123t Temperature sensor, 124 Throttle valve, 124a Throttle valve position sensor, 125 Port injector, 126 In-cylinder injector, 128 Intake valve, 129 Combustion chamber, 130 spark plug, 131 cylinder bore, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 150 variable valve timing device, 226 clutch, 230, 330 transmission, 320 engine vehicle, MG1, MG2 motor.

Claims

1. The engine, a control device that controls the engine so that the engine is operated within a range equal to or less than a control upper limit output when suppression of particulate matter emissions from the engine is required; A vehicle in which the engine can be operated intermittently, When suppression of emission of particulate matter is required, the control device executes an upper limit relaxation process to increase the control upper limit output when an excess emission amount of particulate matter obtained as an integrated value of a value obtained by subtracting an emission amount of particulate matter in actual operation of the engine from an emission amount of particulate matter when the engine is assumed to be operated at the control upper limit output reaches a first threshold value or more. vehicle.

2. 2. The vehicle according to claim 1, The control device increases the control upper limit output based on the surplus discharge amount as the upper limit relaxation process. vehicle.

3. 3. A vehicle according to claim 1 or 2, The control device includes: When the emission control of the particulate matter is required, When the upper limit alleviation process is not executed, a reference upper limit output based on a water temperature at the start of the engine is set as the control upper limit output; When the upper limit relaxation process is executed, an output obtained by multiplying the reference upper limit output by a coefficient greater than 1 is set as the control upper limit output. vehicle.

4. A vehicle according to any one of claims 1 to 3, the control device executes the upper limit alleviation process when the surplus emission amount reaches or exceeds the first threshold while the accumulated air volume in the current trip is equal to or greater than a second threshold when the particulate matter emission suppression is required. vehicle.

5. A vehicle according to any one of claims 1 to 4, When the surplus emission amount becomes less than the first threshold value during execution of the upper limit relaxation process while the particulate matter emission suppression is required, the control device terminates the upper limit relaxation process. vehicle.

6. A vehicle according to any one of claims 1 to 5, The control device, in the upper limit relaxation process, gradually changes the control upper limit output by a slow change process. vehicle.

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