JP2005248833A - Control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid drop and instability of battery output by effectively warming up a battery for hybrid in the hybrid vehicle having an engine and a motor as a travel power source. <P>SOLUTION: A particulate filter (DPF) 12 capturing particulate in exhaust gas is provided in an exhaust passage 3, the battery 80 for hybrid is provided in a battery chamber 82 provided in an upper part of a vehicle body floor 81. When regeneration conditions of the filter 12 are established, the filter is heated to burn the captured exhaust particulate. Since air around the filter gets hot during regeneration of the filter 12, the air is taken in an air inlet 85a by rotation of a fan 89, and is introduced into the battery chamber 82 as warm air via a fluid passage 85, and is used for warming up and heating the battery 80 for hybrid. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an engine control device, and more particularly to an engine control device provided with a filter member that collects exhaust particulates in exhaust gas in an exhaust passage.

  Conventionally, in a diesel engine or the like, a filter member, a so-called particulate filter, is provided in the exhaust passage of the engine in order to prevent emission of exhaust particulates (particulates) such as carbon contained in the exhaust gas to the atmosphere. In this method, exhaust particulates in exhaust gas are collected. When such a filter is provided, when the amount of collected exhaust particulates approaches the filter's collectable limit value, the filter is heated and the collected exhaust particulates are burned to regenerate the filter function. Need to do.

  On the other hand, in recent years, hybrid vehicles that combine an engine and a motor and run by at least one of engine output and motor output have been put into practical use. However, although hybrid vehicles are superior in terms of fuel efficiency and exhaust purification performance in comparison with conventional vehicles that run with only engine output, whether they are parallel, series or hybrid, Exhaust gas emissions and exhaust particulate emissions associated with operation are inevitable. Therefore, for example, even in a hybrid vehicle equipped with a diesel engine and a motor as power sources, a particulate filter is disposed in the exhaust passage to suppress emission of exhaust particulates to the atmosphere.

  In this regard, in Patent Document 1, when the manual regeneration switch is turned on while the vehicle is stopped, the fuel injection fee is increased to increase the engine rotation and exhaust throttling to bring the particulate filter to a sufficiently high temperature. A technique for heating and thereby regenerating the filter is disclosed.

  Further, in Patent Document 2, when the particulate filter is regenerated, the charging time of the hybrid battery (battery) by the engine is extended, and the hot exhaust gas is applied to the particulate filter on the exhaust passage for a long time. A hybrid vehicle is disclosed that flows in and thereby sufficiently regenerates the filter.

Japanese Patent Laid-Open No. 4-86319 JP 2002-242721 A

  By the way, a hybrid battery (battery) used in a hybrid vehicle is composed of, for example, a secondary battery such as a nickel metal hydride battery or a lithium ion battery. When the temperature is 50 ° C. or higher, etc., the container size is large, so that the container may be damaged and the electrolyte solution may leak. On the other hand, if the temperature is too low (for example, the battery environment lower limit temperature minus 30 ° C. or less), the battery output becomes excessively low or unstable, and the drive control of the motor cannot be performed stably. Therefore, in general, the hybrid battery is disposed inside the vehicle body above the vehicle body floor so as not to be excessively cooled by outside air.

  However, it is not necessary to give examples of cold regions, and in winter and at night, the battery may be below the appropriate battery operating temperature (for example, within a range of 10 ° C to 30 ° C). In addition, it is necessary to take measures for warm-up and warming. However, it is only necessary to newly install a dedicated device such as an electric heater for warming up / warming the battery, but this wastes both cost and energy. In addition, if heating is performed in the passenger compartment, it is possible to guide the warm air to the vicinity of the position where the battery is installed, but since it is not always heated, some warm air is appropriately applied. It is preferable if the battery can be supplied around the battery.

  The present invention has been made in view of the above situation, and at the time of regeneration of the particulate filter, the filter is heated, and as a result, exhaust particulates burn inside the filter, and the air around the filter becomes high temperature. In view of this, the present invention has been completed.

  In order to solve the above problems, the invention according to claim 1 of the present application is provided with a filter member for collecting particulates in the exhaust gas in the exhaust passage, and a hybrid battery is disposed at a predetermined position of the vehicle body. A control device for a vehicle engine, wherein heating means for heating and collecting exhaust particulate collected by heating the filter member when a predetermined filter regeneration condition is satisfied, and surroundings of the filter member heated by the heating means And warm air introducing means for introducing the air around the heated filter member to the vicinity of the position where the hybrid battery is disposed in order to warm the hybrid battery using the air. .

  According to a second aspect of the present invention, in the first aspect of the present invention, the hybrid battery is disposed in a battery chamber provided above the vehicle body floor and separated from the passenger compartment. A fluid passage is provided between the passenger compartment, a communication state switching means for switching the communication state of the fluid passage, a fluid state switching means for switching the state of the fluid flowing through the fluid passage, and controls these switching means. Control means and heating means for heating the passenger compartment, wherein the control means causes the fluid passage to communicate with the passenger compartment and the battery compartment during operation of the heating means, and the air is in the passenger compartment. While the heating means is not in operation, the fluid passage does not communicate with the passenger compartment and the battery compartment, and the battery compartment communicates with the outside of the vehicle. From the vehicle to the outside of the vehicle The features.

  According to a third aspect of the present invention, in the second aspect of the present invention, vehicle speed detecting means for detecting the vehicle speed is provided, and when the vehicle speed detected by the detecting means is lower than a predetermined vehicle speed, the control is performed. The means suppresses the fluid passage from being in a state where the passenger compartment and the battery compartment communicate with each other.

  According to a fourth aspect of the present invention, there is provided the invention according to any one of the first to third aspects, wherein the battery temperature detecting means for detecting a parameter related to the temperature of the hybrid battery, and the battery is detected by the detecting means. When it is detected that the temperature is higher than a predetermined temperature, a warm air introduction suppression unit that suppresses the operation of the warm air introduction unit is provided.

  According to the first aspect of the present invention, by introducing the air around the filter member at the time of filter regeneration to the vicinity of the position where the hybrid battery is disposed, the exhaust particulates are heated and heated at the time of filter regeneration and the high temperature is burned. Thus, the hybrid battery can be warmed up and warmed (warmed) by effectively using (using) the air around the filter member, and as a result, the battery temperature is lowered and the battery output is lowered / not reduced. Stabilization can be avoided efficiently without waste without newly installing dedicated warm-up / heating means.

  According to the invention described in claim 2, during heating of the passenger compartment, the battery can be warmed up and heated by effectively using the heated air, while when the passenger compartment is not heated, Without introducing warm air around the filter member into the passenger compartment (the passenger feels uncomfortable warm when introduced), the warm air around the filter member can be effectively used to warm up and warm the battery. It becomes possible. Therefore, in addition to the heat generated during filter regeneration, the heat during heating is also used, so that the battery is warmed up and warmed more frequently, resulting in a decrease in battery temperature and a decrease in battery output and instability. Therefore, it is possible to avoid the problem more reliably and without waste.

  According to the third aspect of the present invention, it is possible to suppress intrusion of exhaust gas outside the vehicle into the passenger compartment through the fluid passage, which may occur when the vehicle speed is low, and as a result, warm up the passenger compartment. The intrusion of outside air with a high exhaust gas concentration is reduced, and it is avoided that the occupant in the passenger compartment feels a strange odor or bad odor.

  According to the fourth aspect of the present invention, it is possible to prevent the battery from being deteriorated or broken down (such as the above-mentioned leakage of the electrolytic solution) due to excessive warming or warming of the battery. Hereinafter, the present invention will be described in more detail through the best mode of the present invention.

  FIG. 1 is an overall configuration diagram including the periphery of the engine 1 according to the present embodiment. The engine 1 is a four-cylinder diesel engine, to which an intake passage 2 and an exhaust passage 3 are connected. In the intake passage 2, from the upstream side toward the downstream side, an air cleaner 4, an air flow sensor 5, a blower 6a of a VGT turbocharger (variable geometry turbo) 6, an intercooler 7, an intake throttle valve 8, an intake air temperature sensor 9 and the intake pressure sensor 10 are arranged in this order. On the other hand, in the exhaust passage 3, from the upstream side toward the downstream side, the turbine 6b of the VGT turbocharger 6 and a movable vane 6c for controlling the flow rate of the exhaust gas flowing into the turbine 6b, an oxidation catalyst 11 and a particulate filter 12 for collecting exhaust particulates in the exhaust gas are arranged in this order. Exhaust pressure sensors (filter upstream pressure sensor and downstream pressure sensor) 13 and 14 are disposed upstream and downstream of the particulate filter 12, and the particulates are based on the differential pressure between the detected pressures of the sensors 13 and 14. The amount of exhaust particulate collected by the filter 12 can be estimated. The particulate filter 12 is provided with a temperature sensor 15. On the other hand, an exhaust gas recirculation passage 16 connecting the intake passage 2 and the exhaust passage 3 is provided. A negative pressure actuator type exhaust gas recirculation valve 17 and the exhaust gas are cooled by engine cooling water in the middle of the recirculation passage 16. An EGR cooler 18 is disposed.

  A fuel injection pump 19 provided in the engine 1 supplies fuel from a fuel tank (not shown) to a common rail 20 as pressure accumulation means. The common rail 20 is connected to a fuel injection valve 21 disposed in the combustion chamber 1a (only one is shown in the figure) of each cylinder. The common rail 20 is provided with a fuel injection pressure sensor 22 and a safety valve 23 that opens when the pressure of the fuel accumulated in the common rail 20 exceeds a predetermined allowable pressure and relieves the fuel to the fuel tank side. .

  As shown in FIG. 2, the engine control unit 50 provided in the engine 1 inputs at least detection signals from the filter upstream pressure sensor 13 and the filter downstream pressure sensor 14, as well as the engine speed. Detection signals from the engine speed sensor 24 for detecting the shift, the range position sensor 25 for detecting the shift range position of the automatic transmission, and the vehicle speed sensor 26 for detecting the vehicle speed, and manual regeneration of the particulate filter 12 is started. An on signal is input from the manual regeneration switch 27 that is manually turned on by the occupant. Then, the control unit 50 controls the exhaust gas collected by the particulate filter 12 in addition to the movable vane 6c, the intake throttle valve 8, the exhaust gas recirculation valve 17, and the fuel injection valve 21 based on various input signals. When the amount of fine particles exceeds a predetermined amount, a control signal is output to the regeneration instruction lamp 28 that is lit to urge the passenger to manually regenerate the particulate filter 12. The manual regeneration switch 27 and the regeneration instruction lamp 28 are arranged side by side in the vicinity of the driver seat or passenger seat in the passenger compartment. The regeneration instruction lamp 28 is lit to urge the occupant to urge manual regeneration, and is switched from lighting to blinking to notify the occupant that manual regeneration is in progress during manual regeneration. It has become.

  This vehicle is equipped with a keyless entry system, and its control unit 60 is connected to a transmitter 61 that can be carried by a passenger via an indoor antenna (not shown) arranged in the vicinity of an instrument panel in the passenger compartment. To send and receive wireless signals. A lock signal or unlock signal is transmitted from the transmitter 61 to the control unit 60, and the control unit 60 receives the signal and outputs a control signal to the door lock actuator 62. On the contrary, from the control unit 60 to the transmitter 61, the reproduction progress information of the particulate filter 12 generated by the engine control unit 50 (for example, the remaining time until the regeneration of the filter 12 is completed, the time when the regeneration is completed, etc.). When the transmitter 61 receives the information, the transmitter 61 displays the information on its own display unit (not shown), and informs the occupant outside the vehicle carrying the transmitter 61. The transmission progress information may be transmitted from the control unit 60 to the transmitter 61 only when it is detected by the indoor antenna that the transmitter 61 is outside the vehicle, that is, when the occupant is out of the vehicle. . When the occupant is in the vehicle, the reproduction progress information is displayed, for example, on an instrument panel in the occupant cabin.

  The regeneration of the particulate filter 12 is achieved by fuel injection control via the fuel injection valve 21. More specifically, the particulate filter 12 is regenerated by the engine control control unit 50 automatically when a predetermined forced filter regeneration condition (I) is satisfied while the vehicle is running (non-idle). When the predetermined manual filter regeneration condition (II) is satisfied when the forced regeneration starts after determination and when the vehicle stops (when idling), the engine control unit 50 turns on the regeneration instruction lamp 28, and as a result There are two types of manual regeneration, in which the engine control unit 50 starts when the occupant turns on the manual regeneration switch 27.

  Here, the filter regeneration condition (I) for forced regeneration includes, for example, that the amount of exhaust particulate collected by the particulate filter 12 exceeds the first predetermined amount (A1), for example, engine rotation The number is in a predetermined medium speed range excluding a predetermined low speed range and a predetermined high speed range, the engine load is in a predetermined medium load range excluding a predetermined low load range and a predetermined high load range, and The vehicle speed is equal to or higher than a predetermined vehicle speed (for example, 30 km / h or higher). Then, when this regeneration condition (I) is satisfied, as illustrated in FIG. 3A, a predetermined amount of post-injection (in the expansion stroke after the main injection (a1) injected in the vicinity of the compression stroke top dead center ( b1) is added. As a result, the post-injected (b1) fuel is post-combusted in the oxidation catalyst 11, the temperature of the exhaust gas flowing into the particulate filter 12 rises, and the filter 12 is heated. As a result, the filter 12 The collected exhaust particulates are burned and removed, and the filter 12 is regenerated.

  On the other hand, the filter regeneration condition (II) for the manual regeneration includes a second predetermined amount (A2) in which the amount of exhaust particulate collected by the particulate filter 12 is greater than the first predetermined amount (A1). In addition to exceeding (forcibly regeneration takes precedence over manual regeneration according to this condition), for example, the vehicle is stopped and the manual regeneration switch 27 is turned on. When the regeneration condition (II) is satisfied, as illustrated in FIG. 3B, first, the injection amount of the main injection (a3) injected near the top dead center of the compression stroke is the main injection ( It is increased from the injection amount of a2). This increased amount is an amount necessary for increasing the engine speed to a predetermined manual regeneration speed (for example, 1250 to 1750 rpm) higher than the normal idling speed (for example, 750 rpm). In addition, a predetermined amount of post-injection (b2) is added in the expansion stroke after the main injection (a3). As a result, the exhaust gas flow rate increases as the main injection (a3) increases, and the post-injection (b2) fuel is post-combusted in the oxidation catalyst 11, and the exhaust gas is increased in temperature and heated by the particulate filter 12. Flows in and the filter 12 is heated. As a result, the exhaust particulates collected by the filter 12 are burned and removed, and the filter 12 is regenerated.

  The engine 1 is mounted on a truck 100 shown in FIG. This truck 100 is a hybrid vehicle (HEV) (which may be a parallel type, a series type, or a hybrid type), and as shown in FIG. 5, a hybrid constituted by, for example, a nickel metal hydride battery or a lithium ion battery. A battery (battery) 80 is loaded. The battery 80 is disposed in a battery chamber 82 provided above the vehicle body floor 81 so as not to be excessively cooled by outside air. The battery compartment 82 is formed in the lower front part of the cargo compartment 83 so as to be isolated from the cargo compartment 83 by a heat insulating structure, and is also isolated from the passenger compartment 84 in front of the vehicle body.

  The first fluid passage 85 extends rearward from the battery chamber 82 and penetrates the vehicle body floor 81 and is disposed below the vehicle body floor 81 (denoted as “DPF” in the figure: engine 1 in the figure). Since it is a diesel engine, the particulate filter 12 reaches above the diesel particulate filter (ie, DPF) 12. An opening 85a above the particulate filter 12 in the fluid passage 85 is expanded so as to wrap the filter 12 around the filter 12, and has a function of an air inlet for taking in air around the filter 12. ing.

  A second fluid passage 86 extends forward from the battery chamber 82 to the passenger compartment 84. A branch passage 87 extending outside the vehicle is provided in the middle of the fluid passage 86, and a three-way valve (communication state switching means) 88 for switching the communication state of the second fluid passage 86 is disposed on the branch point. ing. An air supply fan (fluid state switching means) 89 for switching the state of the air flowing through the second fluid passage 86 and thus the first fluid passage 85 is disposed in the battery chamber 82 in the vicinity of the second fluid passage 86. In addition, a battery ambient temperature sensor (a parameter related to the temperature of the hybrid battery 80) that is composed of a thermocouple in the vicinity of the hybrid battery 80 and detects the temperature around the battery 80 (see FIG. 90) (denoted as "battery room temperature sensor").

  As shown in FIG. 2, the engine 1 includes an air flow control unit 70 that controls the three-way valve 88 and the air supply fan 89. The control unit 70 is a signal during regeneration of the particulate filter 12 generated by the engine control control unit 50 (a signal indicating that the filter 12 is reproducing: Therefore, during the generation of this signal, forced regeneration or manual regeneration is performed. The particulate filter 12 is heated regardless of whether it is being regenerated, the exhaust particulates are combusted inside the filter 12, and the air around the filter 12 is hot). 26 and a detection signal from the battery room temperature sensor 90 are input, and a heating ON signal is input from an air conditioner (air conditioner) 91 that heats or cools the passenger compartment 84. Then, the control unit 70 outputs a control signal to the three-way valve 88 and the air supply fan 89 based on various inputted signals.

  The three-way valve 88 is in a first state in which the passenger compartment 84 and the battery chamber 82 are communicated with each other as a communication state of the second fluid passage 86, and the passenger compartment 84 and the battery chamber 82 are blocked. Can be selectively switched to the second state communicating with each other via the branch passage 87. The air supply fan 89 is in a state of air flowing through the second fluid passage 86 and thus the first fluid passage 85, and the air flows from the second fluid passage 86 side (or from the three-way valve 88 side or the passenger compartment 84 side) to the battery chamber 82 side ( Alternatively, in contrast to the first state (the “positive” direction in FIG. 5) that flows to the first fluid passage side 85 or the particulate filter 12 side, air flows from the battery chamber 82 side to the second fluid passage 86 side. It is possible to selectively switch between two states ("reverse" direction in FIG. 5).

  Therefore, as a combination, the three-way valve 88 shown in FIG. 6 is in the first state and the fan 89 is in the first state, and the three-way valve 88 shown in FIG. 7 is in the first state and the fan 89 is in the second state. 8, the three-way valve 88 is in the second state and the fan 89 is in the first state, and the three-way valve 88 is in the second state and the fan 89 is in the second state shown in FIG. A pattern is obtained.

  Next, an example of a specific operation of the filter regeneration control performed by the engine control unit 50 will be described with reference to FIG. First, in step S1, the detection values of the sensors and switches illustrated in FIG. 2 are input, and in step S2, the exhaust particulate collection amount Q is calculated. As described above, this calculation is performed using a map or the like based on the differential pressure between the detected values of the upstream pressure sensor 13 and the downstream pressure sensor 14 sandwiching the particulate filter 12. Obviously, as the differential pressure increases, the exhaust particulate collection amount Q is calculated to a larger value.

  Next, in step S3, it is determined whether or not the exhaust particulate collection amount Q is larger than the first predetermined amount (A1) for forced regeneration described above. If not (NO), the process returns as it is. (Regeneration of the filter 12 is not yet required) When there are many (YES), in step S4, the exhaust particulate collection amount Q is further set to the second predetermined amount (A2: A2> for manual regeneration described above). A1) It is determined whether or not there is more. As a result, when the number is not large (NO), the process proceeds to step S5 (forced regeneration of the filter 12 is necessary), and when the number is large (YES), the process proceeds to step S9 (manual regeneration of the filter 12 is necessary).

  In step S5, it is determined whether or not the above-described forced regeneration condition (I) is satisfied. As a result, when it is not established (NO), the process returns as it is. Therefore, in this case, although the exhaust particulate collection amount Q exceeds the first predetermined amount (A1) and the forced regeneration of the filter 12 is necessary, the forced regeneration condition (I) is not satisfied. The start of forced regeneration of the filter 12 is postponed (for example, being involved in a traffic jam and forced to drive in a non-rotative manner), and as a result, the amount of collected exhaust particulate Q is thereafter set to a second predetermined amount (A2 ), And YES is determined in step S4.

  Here, as the forced regeneration condition (I), the reason that the engine speed is in the predetermined middle speed range is that when the engine speed is in the low speed range, the exhaust gas temperature is originally low and the post-injection This is because even if the burned fuel is post-combusted, the exhaust gas temperature does not rise effectively to a temperature that sufficiently heats the particulate filter 12. In addition, when the engine speed is in the high engine speed range, the exhaust gas temperature is originally high, and the exhaust gas temperature has already risen to a temperature that sufficiently heats the particulate filter 12 without post-injecting fuel. is there. Similarly, the reason why the engine load is in a predetermined medium load range and the vehicle speed is equal to or higher than the predetermined vehicle speed will be described.

  On the other hand, when the forced regeneration condition (I) is satisfied in step S5 (YES), the forced regeneration illustrated in FIG. 3A is executed in step S6. Next, at step S7, it is determined whether or not the exhaust particulate collection amount Q is less than a third predetermined amount (A3: A3 <A1) for determining the completion of forced regeneration, and has not yet decreased. If (NO), the process returns to step S5 to continue the forced regeneration, while if it has already decreased (YES), the process proceeds to step S8 to terminate the forced regeneration and return.

  On the other hand, when the process proceeds from step S4 to step S9 (when manual regeneration of the filter 12 is necessary), it is first determined in step S9 whether or not the vehicle is stopped. For example, when the vehicle speed is substantially zero and the range position is in the P (parking) range, it is determined that the vehicle is stopped. As a result, when the vehicle is stopped (YES), the process proceeds to step S10, where it is determined whether or not manual regeneration is already in progress. When manual regeneration is not being performed (NO), the passenger's attention is raised in step S11. Therefore, the regeneration instruction lamp 28 is turned on to prompt the occupant to perform manual regeneration. Next, in step S12, it is determined whether or not the manual regeneration switch 27 is turned on. When the manual regeneration switch 27 is turned on (YES), the manual regeneration illustrated in FIG. 3B is executed in step S13. In step S14, the regeneration instruction lamp 28 is switched from lighting to blinking to notify the occupant that manual regeneration is in progress.

  Next, at step S15, it is determined whether or not the exhaust particulate collection amount Q is smaller than a fourth predetermined amount (A4: A3 <A4 <A1) for determining the completion of manual regeneration, and is still small. If not (NO), the process returns to step S9 to continue the manual regeneration, while if it is already low (YES), the process proceeds to step S16 to terminate the manual regeneration, and in step S17, the regeneration instruction lamp 28 turns off and returns.

  Here, the reason why the fourth predetermined amount (A4) for completing the manual regeneration is made larger than the third predetermined amount (A3) for completing the forced regeneration is to make the manual regeneration time as short as possible. This is to reduce the inconvenience of having to stop the vehicle during manual regeneration. In addition, the fact that the vehicle in step S9 is stopped and the manual regeneration switch 27 in step S12 is turned on constitute the above-described manual regeneration condition (II). In this case, the manual regeneration condition (II) is that the vehicle is stopped because, as described above, the engine speed is increased from the normal time during the manual regeneration. This is because the driving feeling is different from usual.

  On the other hand, if the manual regeneration switch 27 is not turned on at step S12 (NO), the process directly returns. Accordingly, in this case, the manual regeneration condition (II) is not satisfied even though the trapped amount Q of the exhaust gas exceeds the second predetermined amount (A2) and the manual regeneration of the filter 12 is necessary. The start of manual regeneration of the filter 12 is postponed.

  On the other hand, when the vehicle is not stopped at step S9 (NO), the process proceeds to step S18 to determine whether or not manual regeneration is being performed. When manual regeneration is not being performed (NO), the process directly returns. . That is, in this case, the manual regeneration condition (II) is not satisfied even though the exhaust particulate collection amount Q exceeds the second predetermined amount (A2) and the filter 12 needs to be manually regenerated. (For example, the vehicle cannot be stopped safely due to being caught in a traffic jam), the start of manual regeneration of the filter 12 is postponed.

  On the other hand, when manual regeneration is being performed in step S18 (YES), the process proceeds to step S19 to end manual regeneration, and in step S20, the regeneration instruction lamp 28 is turned off and the process returns. That is, in this case, since the vehicle starts during manual regeneration and the manual regeneration condition (II) is not satisfied, manual regeneration is forcibly terminated. Moreover, since the engine speed is reduced to the normal speed by ending the manual regeneration, the feeling of popping out when the vehicle starts is suppressed.

  Next, an example of a specific operation of air flow control performed by the air flow control control unit 70 will be described with reference to FIG. This air flow control constitutes a feature of the present invention. First, in step S31, the detection values of the sensors and switches illustrated in FIG. 2 are input, and in step S32, it is determined whether the particulate filter 12 is being regenerated. This determination is made based on the presence / absence of a regeneration signal (see FIG. 2) from the engine control unit 50 described above. The regeneration of the particulate filter 12 does not matter whether it is forced regeneration or manual regeneration.

  When the filter is not being regenerated (NO), in step S33, the three-way valve 88 is set in the first state, and in step S34, the air supply fan 89 is rotated forward, that is, in the first state. As a result, as shown in FIG. 6, the second fluid passage 86 communicates with the passenger compartment 84 and the battery chamber 82, and the air is passed from the passenger compartment 84 side to the second fluid passage 86, the battery compartment 82, and It will be in the state which flows through the 1st fluid channel | path 85 to the particulate filter 12 side.

  On the other hand, when the filter is being regenerated in step S32 (YES), it is determined in step S35 whether or not the battery room temperature is lower than a predetermined upper limit temperature (battery environment upper limit temperature). Execute steps S33 and S34 to obtain the state shown in FIG.

  On the other hand, when the battery room temperature is lower than the battery environment upper limit temperature in step S35 (YES), it is determined in step S36 whether heating of the passenger compartment 84 is off. When heating is on (NO), it is determined in step S37 whether or not the vehicle speed is lower than a predetermined vehicle speed. When not (NO), the three-way valve 88 is set to the first state in step S38. In step S39, the air supply fan 89 is reversed, that is, in the second state. As a result, as shown in FIG. 7, the second fluid passage 86 communicates with the passenger compartment 84 and the battery chamber 82, and air flows from the particulate filter 12 side to the first fluid passage 85 and the battery chamber 82. And it will be in the state which flows through the 2nd fluid channel | path 86 to the passenger | crew chamber 84 side.

  On the other hand, when heating of the passenger compartment 84 is off in step S36 (YES), the three-way valve 88 is set to the second state in step S40, and the air supply fan 89 is reversed in step S41, that is, the second state. And As a result, as shown in FIG. 9, the second fluid passage 86 blocks the passenger compartment 84 and the battery chamber 82 and connects the battery chamber 82 and the outside of the vehicle via the branch passage 87. From the particulate filter 12 side, the first fluid passage 85, the battery chamber 82, the second fluid passage 86, and the branch passage 87 flow out of the vehicle.

  Furthermore, when the vehicle speed is lower than the predetermined vehicle speed in step S37 (YES), the above steps S40 and S41 are executed to obtain the state shown in FIG.

  Here, the predetermined vehicle speed in step S37 is a vehicle speed at which the exhaust gas of the own vehicle or other vehicle can exist at a concentration higher than the predetermined concentration around the particulate filter 12 (the air inlet 85a of the first fluid passage 85). The maximum value, for example, about 35 km / h. Therefore, when the air around the particulate filter 12 is introduced from the battery chamber 82 into the passenger compartment 84 when the vehicle speed is lower than this in step S37, the outside air with a high exhaust gas concentration mixed with warm air enters the passenger compartment 84. Then, the passenger in the passenger compartment 84 feels a strange odor / bad odor.

  With the above control, when the particulate filter 12 is being regenerated (when YES at step S32), the state of FIG. 7 or when the battery room temperature is higher than the battery environment upper limit temperature (when NO at step S35) The state of FIG. 9 is realized. Therefore, in any case, air around the filter 12 at the time of filter regeneration is introduced into the battery chamber 82 via the first fluid passage 85, and is heated at the time of filter regeneration, and exhaust particulates burn and become high temperature. Thus, the hybrid battery 80 in the battery chamber 82 can be warmed (warmed up / warmed) by effectively using the air around the filter 12. As a result, it is possible to efficiently and efficiently avoid a decrease in battery temperature and a decrease in battery output and instability without newly installing dedicated warm-up / warming means.

  In this case, even when the particulate filter 12 is being regenerated, when the battery room temperature is higher than the battery environment upper limit temperature (NO in step S35), the state of FIG. 6 is realized. Therefore, since introduction of warm air around the filter 12 to the battery chamber 82 is suppressed, deterioration or failure of the battery 80 due to excessive warming / heating of the hybrid battery 80 (electrolyte leakage, etc.) Can be prevented.

  On the other hand, when the particulate filter 12 is being regenerated, when the passenger compartment 84 is turned off (YES in step S36), the state shown in FIG. 9 is realized. Therefore, the warm air around the filter 12 is introduced into the battery chamber 82 via the first fluid passage 85 but is not introduced into the passenger compartment 84, so that the passenger in the passenger compartment 84 may feel uncomfortable and warm. Avoided.

  Further, when the particulate filter 12 is being regenerated, if the vehicle speed is lower than the predetermined vehicle speed (YES in step S37), the state of FIG. 9 is realized. Therefore, it is possible to suppress the intrusion of exhaust gas outside the vehicle into the passenger compartment 84 via the first and second fluid passages 85 and 86 that can occur when the vehicle speed is low. The intrusion of outside air with a high exhaust gas concentration mixed with warm air is reduced, and it is avoided that the occupant in the passenger compartment 84 feels a strange odor or bad odor.

  On the other hand, when the particulate filter 12 is being regenerated, heating of the passenger compartment 84 is on (NO in step S36), and the vehicle speed is not lower than the predetermined vehicle speed (when NO in step S37). The state of FIG. 7 is realized. Therefore, the warm air around the filter 12 is introduced into the battery chamber 82 via the first fluid passage 85 and then introduced into the passenger compartment 84 via the second fluid passage 86, but the passenger compartment 84 is being heated. Moreover, since the outside air having a high exhaust gas concentration mixed with warm air does not enter the passenger compartment 84, no problem occurs.

  On the other hand, when the particulate filter 12 is not being regenerated (NO in step S32), the state of FIG. 6 is realized. Therefore, the cool air around the filter 12 when the filter is not regenerated is not introduced into the battery chamber 82, and as a result, the hybrid battery 80 in the battery chamber 82 is prevented from being cooled by the outside air.

  However, in this case, if heating of the passenger compartment 84 is on, the heating battery can be used effectively to warm up / warm the hybrid battery 80 in the battery compartment 82. Therefore, by using the heat generated during heating in addition to the heat generated during filter regeneration, the hybrid battery 80 is warmed up and heated more frequently, resulting in a decrease in battery temperature and a decrease in battery output. -Destabilization can be reliably avoided without waste.

  The present invention is preferably applicable not only to a diesel engine but also to a hybrid passenger car 200 equipped with a gasoline engine 1 as illustrated in FIG. Also in the gasoline engine 1, exhaust particulates such as carbon are contained in the exhaust gas. Therefore, a particulate filter (referred to as “PF” in the figure) 12 for collecting the particulates is disposed in the exhaust passage 3. . In the illustrated example, the battery chamber 82 is located behind the rear seat, and the second fluid passage 86 extends vertically to connect the battery chamber 82 and the passenger chamber 84. The branch passage 87 extends obliquely rearward and opens on the rear surface of the vehicle body. The air supply fan 89 is horizontally disposed right above the hybrid battery 80.

  The embodiment described above is the best embodiment for carrying out the present invention, but it goes without saying that various modifications can be made without departing from the scope of the claims. For example, in the above embodiment, the heating means of the filter 12 for regeneration is a combination of the post-injection addition (b1, b2) and the oxidation catalyst 11, but instead, the filter 12 is heated by electric heat. An electric heater or the like may be used. In the above embodiment, the exhaust particulate collection amount Q is calculated based on the differential pressure between the upstream pressure and the downstream pressure of the particulate filter 12, but instead of this, the previous filter 12 is regenerated. The exhaust particulate collection amount Q may be estimated based on the travel distance from the vehicle, the travel time (elapsed time), and the like.

  Further, in the above embodiment, it is determined whether or not the vehicle speed is lower than the predetermined vehicle speed in step S37 of the air flow control in FIG. It may be determined whether or not the vehicle is in the middle of the vehicle, or it may be determined whether or not the manual regeneration is being performed by inputting the signal of the manual regeneration switch 27. ).

  In the above embodiment, if the particulate filter 12 is regenerated, the air supply fan 89 is reversed to introduce the warm air around the filter 12 into the battery chamber 82. Thus, when the temperature of the hybrid battery 80 is equal to or lower than the predetermined temperature, the particulate filter 12 is forcibly regenerated regardless of the amount of exhaust particulate collection Q, so that the hybrid battery 80 is warmed up and heated. You may make it warm.

  ADVANTAGE OF THE INVENTION According to this invention, the battery for hybrids can be warmed up and heated using the heat | fever which generate | occur | produces at the time of filter reproduction | regeneration effectively. The present invention has wide industrial applicability in the technical field of an engine having a filter member for collecting exhaust particulates in an exhaust passage and loaded with a hybrid battery.

1 is an overall configuration diagram around an engine according to an embodiment of the present invention. FIG. 2 is a control system diagram around the engine. 3 is a time chart showing an example of fuel injection control executed as a method of heating the filter to regenerate the filter in the engine, wherein (a) is for forced regeneration, and (b) is for manual regeneration. belongs to. It is a side view of HEV truck which is a vehicle carrying the above-mentioned engine. FIG. 5 is a layout diagram around the battery compartment of the vehicle, showing a range surrounded by a dotted line in FIG. 4. FIG. 6 is a layout diagram similar to FIG. 5, showing a three-way valve in a first state and a fan in a first state. FIG. 6 is a layout diagram similar to FIG. 5, showing a three-way valve in a first state and a fan in a second state. FIG. 6 is a layout diagram similar to FIG. 5, with the three-way valve in the second state and the fan in the first state. FIG. 6 is a layout diagram similar to FIG. 5, with the three-way valve in the second state and the fan in the second state. It is a flowchart which shows an example of the specific operation | movement of filter regeneration control in the said engine. It is a flowchart which shows an example of the specific operation | movement of the airflow control in the said vehicle. It is a side view of HEV passenger car which is another example of vehicles carrying the above-mentioned engine, and also serves as a layout view around the battery compartment.

Explanation of symbols

1 Engine 3 Exhaust passage 11 Oxidation catalyst (heating means)
12 Particulate filter (filter member)
13 Filter upstream pressure sensor 14 Filter downstream pressure sensor 21 Fuel injection valve (heating means)
26 Vehicle speed sensor (vehicle speed detection means)
50 Engine control control unit 70 Air flow control control unit (control means)
80 Hybrid battery 81 Body floor 82 Battery compartment 84 Crew compartment 85, 86 Fluid passage (warm air introduction means)
85a Air inlet (warm air introduction means)
87 branch passage 88 three-way valve (communication state switching means)
89 Air supply fan (fluid state switching means, warm air introduction suppression means)
90 Battery atmosphere temperature sensor (battery temperature detection means)
91 Air conditioner (heating means)
100,200 Hybrid vehicle

Claims (4)

  A control device for a vehicle engine having a filter member for collecting particulates in exhaust gas in an exhaust passage and having a hybrid battery disposed at a predetermined position of a vehicle body, wherein a predetermined filter regeneration condition is satisfied The heating filter is sometimes used to heat the hybrid battery using heating means for burning the exhaust particulate collected by heating the filter member and air around the filter member heated by the heating means. An engine control device comprising: warm air introduction means for introducing air around the member around the position where the hybrid battery is disposed.   The hybrid battery is disposed in a battery chamber provided above the vehicle body floor and separated from the passenger compartment. A fluid passage is provided between the battery compartment and the passenger compartment, and the communication state of the fluid passage is switched. A communication state switching unit; a fluid state switching unit that switches a state of the fluid flowing through the fluid passage; a control unit that controls the switching unit; and a heating unit that heats the passenger compartment. During the operation of the heating means, the fluid passage is in a state where the passenger compartment and the battery chamber communicate with each other, and the air flows from the passenger compartment side to the battery compartment side, while the heating means is not in operation. 2. The engine control according to claim 1, wherein the fluid passage is in a state where the passenger compartment and the battery compartment do not communicate with each other and the battery compartment communicates with the outside of the vehicle, and the air flows from the battery compartment side to the outside of the vehicle. apparatus.   Vehicle speed detection means for detecting the vehicle speed is provided, and when the vehicle speed detected by the detection means is lower than a predetermined vehicle speed, the control means suppresses the fluid passage from being in a state where the passenger compartment and the battery chamber are in communication with each other. The engine control device according to claim 2. Battery temperature detection means for detecting a parameter related to the temperature of the hybrid battery, and warm air introduction suppression that suppresses the operation of the warm air introduction means when the detection means detects that the battery temperature is higher than a predetermined temperature The engine control apparatus according to any one of claims 1 to 3, further comprising: means.

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