JP2015077899A - Hybrid vehicle and control method of the same - Google Patents

Hybrid vehicle and control method of the same Download PDF

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JP2015077899A
JP2015077899A JP2013216245A JP2013216245A JP2015077899A JP 2015077899 A JP2015077899 A JP 2015077899A JP 2013216245 A JP2013216245 A JP 2013216245A JP 2013216245 A JP2013216245 A JP 2013216245A JP 2015077899 A JP2015077899 A JP 2015077899A
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nox
diesel engine
hybrid vehicle
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driving force
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JP6255886B2 (en
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治雄 鈴木
Haruo Suzuki
治雄 鈴木
芳久 小泉
Yoshihisa Koizumi
芳久 小泉
洋紀 瀬戸
Hiroki Seto
洋紀 瀬戸
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Isuzu Motors Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of improving fuel consumption as compared to the conventional technique without increasing an exhaust amount of NOx and to provide a control method of the hybrid vehicle.SOLUTION: In Control means 24 of HEV 1A, when substituting a part of driving force of a diesel engine 5 for a driving force of an electric motor 6, a decrement D of NOx accompanied by deterioration of the driving force of the diesel engine 5 is determined and an EGR system 16 is controlled such that an opening of an EGR valve 20 becomes smaller in such a degree that NOx is additionally generated by a part corresponding to the decrement D of NOx.

Description

本発明はハイブリッド車両及びその制御方法に関し、更に詳しくは、ＮＯｘの排出量を増加させることなく、従来よりも燃費を向上させることができるハイブリッド車両及びその制御方法に関する。   The present invention relates to a hybrid vehicle and a control method therefor, and more particularly, to a hybrid vehicle and a control method therefor that can improve fuel efficiency more than before without increasing NOx emissions.

ハイブリッド車両（以下「ＨＥＶ」という。）においては、車両の発進時や加速時などに電動モータにより内燃機関の駆動力の少なくとも一部を代替し、制動時などに回生エネルギーでバッテリーを給電することで、車両の燃費を向上させている（例えば、特許文献１を参照）。   In a hybrid vehicle (hereinafter referred to as “HEV”), at least a part of the driving force of the internal combustion engine is replaced by an electric motor when the vehicle starts or accelerates, and the battery is supplied with regenerative energy during braking or the like. Thus, the fuel efficiency of the vehicle is improved (see, for example, Patent Document 1).

この内燃機関にディーゼルエンジンを用いたＨＥＶにおいて、更なる燃費の向上を図ろうとすると、ディーゼルエンジンでは燃費とＮＯｘの排出量とは一般にトレードオフの関係にあるため、ＮＯｘ排出量の増加を招くおそれがある。   In HEVs using a diesel engine as an internal combustion engine, if further improvement in fuel efficiency is attempted, the fuel consumption and NOx emissions in a diesel engine are generally in a trade-off relationship, which may lead to an increase in NOx emissions. There is.

そのため、ＮＯｘの排出量を増加させることなく、従来のＨＥＶよりも燃費を向上させることが求められている。   Therefore, there is a demand for improving fuel efficiency over conventional HEV without increasing NOx emissions.

特開２００２−２３８１０５号公報JP 2002-238105 A

本発明の目的は、ＮＯｘの排出量を増加させることなく、従来よりも燃費を向上させることができるハイブリッド車両及びその制御方法を提供することにある。   An object of the present invention is to provide a hybrid vehicle and a control method therefor that can improve fuel efficiency as compared with the related art without increasing NOx emission.

上記の目的を達成する本発明のハイブリッド車両は、ディーゼルエンジン及び電動モータの少なくとも一方を駆動源とするハイブリッドシステムと、前記ディーゼルエンジンの排気通路から吸気通路へ延びるＥＧＲ通路及び前記ＥＧＲ通路に介設されたＥＧＲ弁を備えたＥＧＲシステムと、前記ハイブリッドシステム及びＥＧＲシステムを制御する制御手段とを備えたハイブリッド車両において、前記制御手段は、前記ディーゼルエンジンの駆動力の一部を前記電動モータの駆動力で代替させるときは、該ディーゼルエンジンの駆動力の低下に伴うＮＯｘの減少量を求め、そのＮＯｘの減少量に相当する分だけ新たにＮＯｘが発生する程度に、前記ＥＧＲ弁の開度が小さくなるように前記ＥＧＲシステムを制御することを特徴とするものである。   The hybrid vehicle of the present invention that achieves the above object includes a hybrid system that uses at least one of a diesel engine and an electric motor as a drive source, an EGR passage extending from an exhaust passage of the diesel engine to an intake passage, and an EGR passage. In a hybrid vehicle comprising an EGR system having an EGR valve and a control means for controlling the hybrid system and the EGR system, the control means drives a part of the driving force of the diesel engine to drive the electric motor. When substituting with power, the amount of NOx reduction associated with a decrease in the driving force of the diesel engine is obtained, and the opening degree of the EGR valve is such that NOx is newly generated by an amount corresponding to the amount of NOx reduction. The EGR system is controlled to be small. .

また、上記の目的を達成する本発明のハイブリッド車両の制御方法は、ディーゼルエンジン及び電動モータの少なくとも一方を駆動源とするハイブリッドシステムと、前記ディーゼルエンジンの排気通路から吸気通路へ延びるＥＧＲ通路及び前記ＥＧＲ通路に介設されたＥＧＲ弁を備えたＥＧＲシステムとを備えたハイブリッド車両の制御方法であって、前記ディーゼルエンジンの駆動力の一部を前記電動モータの駆動力で代替させ、該ディーゼルエンジンの駆動力の低下に伴うＮＯｘの減少量を求め、そのＮＯｘの減少量に相当する分だけ新たにＮＯｘが発生する程度に、前記ＥＧＲ弁の開度を小さくすることを特徴とするものである。   The hybrid vehicle control method of the present invention that achieves the above object includes a hybrid system using at least one of a diesel engine and an electric motor as a drive source, an EGR passage extending from an exhaust passage of the diesel engine to an intake passage, A hybrid vehicle control method including an EGR system including an EGR valve interposed in an EGR passage, wherein a part of the driving force of the diesel engine is replaced by the driving force of the electric motor, and the diesel engine The amount of NOx reduction associated with a decrease in the driving force is obtained, and the opening degree of the EGR valve is reduced to the extent that NOx is newly generated by an amount corresponding to the amount of NOx reduction. .

本発明のハイブリッド車両及びその制御方法によれば、ディーゼルエンジンの駆動力の一部を電動モータで代替する際に、ディーゼルエンジンの駆動力の低下に伴うＮＯｘ発生量の減少分と同じ量のＮＯｘが新たに生成する程度に、ＥＧＲ弁の開度を小さくするようにしたので、トータルとしてのＮＯｘの排出量を増加させることなく、従来よりも燃費を向上することができる。   According to the hybrid vehicle and the control method thereof of the present invention, when a part of the driving force of the diesel engine is replaced with an electric motor, the amount of NOx that is the same as the decrease in the amount of NOx generated due to the decrease in the driving force of the diesel engine. Since the opening of the EGR valve is reduced to the extent that it is newly generated, the fuel consumption can be improved as compared with the conventional case without increasing the total NOx emission amount.

本発明の第１の実施形態からなるハイブリッド車両の構成図である。1 is a configuration diagram of a hybrid vehicle according to a first embodiment of the present invention. 本発明の実施形態からなるハイブリッド車両の制御方法を説明するフロー図である。It is a flowchart explaining the control method of the hybrid vehicle which consists of embodiment of this invention. ディーゼルエンジンにおけるエンジントルクとＮＯｘ発生量との関係を示すマップデータの例である。It is an example of the map data which shows the relationship between the engine torque in a diesel engine, and NOx generation amount. ディーゼルエンジンにおけるＥＧＲ弁の開度とＮＯｘ発生量との関係を示すマップデータの例である。It is an example of the map data which shows the relationship between the opening degree of the EGR valve in a diesel engine, and NOx generation amount. 本発明の第２の実施形態からなるハイブリッド車両の構成図である。It is a block diagram of the hybrid vehicle which consists of the 2nd Embodiment of this invention. ハイブリッド車両の運転領域の区分の例を模式的に示すグラフである。It is a graph which shows typically an example of a division of a driving field of a hybrid vehicle. 本発明の第１の実施形態からなるハイブリッド車両の構成図の別の例である。It is another example of the block diagram of the hybrid vehicle which consists of the 1st Embodiment of this invention. 本発明の第１の実施形態からなるハイブリッド車両の構成図の更に別の例である。It is another example of the block diagram of the hybrid vehicle which consists of the 1st Embodiment of this invention.

以下に、本発明の実施の形態について、図面を参照して説明する。   Embodiments of the present invention will be described below with reference to the drawings.

図１は、本発明の第１の実施形態からなるハイブリッド車両を示す。このハイブリッド車両（以下、「ＨＥＶ」という。）１Ａは、左右一対の駆動輪２、２に駆動力を伝達する出力軸３に、変速機４を介して連結するディーゼルエンジン５及び電動モータ６と、その電動モータ６にインバータ７を通じて電気的に接続するバッテリー８とを有するハイブリッドシステム９を備えている。変速機４とディーゼルエンジン５との間には、湿式多板クラッチ１０及び流体継手１１が順に設けられている。また、変速機４と電動モータ６との間には、駆動力を断接するモータ用クラッチ１２が介設されている。   FIG. 1 shows a hybrid vehicle according to a first embodiment of the present invention. This hybrid vehicle (hereinafter referred to as “HEV”) 1A includes a diesel engine 5 and an electric motor 6 that are connected to an output shaft 3 that transmits a driving force to a pair of left and right drive wheels 2 and 2 via a transmission 4. A hybrid system 9 having a battery 8 electrically connected to the electric motor 6 through an inverter 7 is provided. A wet multi-plate clutch 10 and a fluid coupling 11 are sequentially provided between the transmission 4 and the diesel engine 5. A motor clutch 12 that connects and disconnects the driving force is interposed between the transmission 4 and the electric motor 6.

ディーゼルエンジン５には、排ガス１３の一部を吸気通路１４に還流させて吸入空気１５の酸素濃度を低下させることにより、燃焼温度を低く抑えてＮＯｘの発生量を低減するＥＧＲシステム１６が設けられている。このＥＧＲシステム１６は、吸気通路１４と排気通路１７とを接続するＥＧＲ通路１８に、排気通路１７側から順に介設された水冷式のＥＧＲクーラー１９及びＥＧＲ弁２０を備えている。このＥＧＲ弁２０により、ＥＧＲ通路１８への排ガス１３の分流（ＥＧＲガス２１）の流量を変化させることで、ディーゼルエンジン５におけるＮＯｘの発生量を調節することができる。   The diesel engine 5 is provided with an EGR system 16 that lowers the combustion temperature and reduces the amount of NOx generated by reducing a part of the exhaust gas 13 to the intake passage 14 to reduce the oxygen concentration of the intake air 15. ing. The EGR system 16 includes a water-cooled EGR cooler 19 and an EGR valve 20 that are provided in order from the exhaust passage 17 side in an EGR passage 18 that connects the intake passage 14 and the exhaust passage 17. The EGR valve 20 can adjust the amount of NOx generated in the diesel engine 5 by changing the flow rate of the shunt (EGR gas 21) of the exhaust gas 13 to the EGR passage 18.

また、ディーゼルエンジン５のクランクシャフト２２には、ディーゼルエンジン５のエンジントルクを測定するトルクセンサ２３が設置されている。   A torque sensor 23 that measures the engine torque of the diesel engine 5 is installed on the crankshaft 22 of the diesel engine 5.

上記のハイブリッドシステム９、ＥＧＲ弁２０及びトルクセンサ２３は、制御手段であるＥＣＵ２４に信号線（一点鎖線で示す）を通じて接続されている。   The hybrid system 9, the EGR valve 20, and the torque sensor 23 are connected to the ECU 24, which is a control means, through a signal line (shown by a one-dot chain line).

このようなＨＥＶ１ＡにおけるＥＣＵ２４による制御方法を、図２に基づいて以下に説明する。   The control method by ECU24 in such HEV1A is demonstrated below based on FIG.

ＥＣＵ２４は、ＨＥＶ１Ａが発進時や加速時などであるかを判定し（Ｓ１０）、それらの状態である場合には、ディーゼルエンジン５の駆動力の一部を電動モータ６で代替する運転モード（以下、「モータアシストモード」という。）を開始する（Ｓ１１）。これにより、インバータ７を通じてバッテリー８の電力が電動モータ６に供給されて回転駆動するとともに、モータ用クラッチ１２が接続される（Ｓ１２）。   The ECU 24 determines whether the HEV 1A is starting or accelerating (S10). If the HEV 1A is in such a state, an operation mode in which a part of the driving force of the diesel engine 5 is replaced by the electric motor 6 (hereinafter referred to as the driving mode) , Referred to as “motor assist mode”) (S11). As a result, the electric power of the battery 8 is supplied to the electric motor 6 through the inverter 7 to rotate, and the motor clutch 12 is connected (S12).

次に、トルクセンサ２３の測定値から、モータアシストモード前後にかけてのディーゼルエンジン５のエンジントルクの減少量Ｔを算出する（Ｓ１３）。そして、予め設定されたエンジントルクとＮＯｘ発生量のマップデータ（図３を参照）から、排ガス１３中に含まれるＮＯｘの減少量Ｄを求める（Ｓ１４）。   Next, a decrease amount T of the engine torque of the diesel engine 5 before and after the motor assist mode is calculated from the measured value of the torque sensor 23 (S13). Then, a reduction amount D of NOx contained in the exhaust gas 13 is determined from map data (see FIG. 3) of the preset engine torque and NOx generation amount (S14).

次に、予め設定されたＥＧＲ弁２０の開度とＮＯｘ発生量のマップデータ（図４を参照）に基づいて、ＥＧＲシステム１６を制御して、上記のＮＯｘの減少量Ｄと同じ量のＮＯｘが新たに生成される程度に、ＥＧＲ弁２０の開度を角度Ｓだけ小さくする（Ｓ１５）。   Next, the EGR system 16 is controlled on the basis of the preset map data of the opening degree of the EGR valve 20 and the NOx generation amount (see FIG. 4), and the same amount of NOx as the NOx reduction amount D is controlled. Is newly reduced by an angle S (S15).

このように、ＥＧＲ弁２０の開度を小さくすることで、吸気通路１４に還流するＥＧＲガス２１の流量が低減して燃焼温度が高くなるため、ＮＯｘの発生量が大きさＤだけ増加する一方で燃費が向上する。つまり、トータルとしてのＮＯｘ発生量を増加させることなく燃費を向上することができるのである。   Thus, by reducing the opening of the EGR valve 20, the flow rate of the EGR gas 21 returning to the intake passage 14 is reduced and the combustion temperature is increased, so that the amount of NOx generated increases by the magnitude D. Improves fuel economy. That is, fuel consumption can be improved without increasing the total amount of NOx generated.

最後に、ＨＥＶ１Ａが依然として発進時や加速時であるかを判定し（Ｓ１６）、そうでない場合にはモータアシストモードを終了して（Ｓ１７）、電動モータ６を停止してモータ用クラッチ１２を断絶するとともに（Ｓ１８）、ＥＧＲ弁２０の開度を元に戻す（Ｓ１９）。なお、ＨＥＶ１Ａが依然として発進時や加速時である場合には、ステップ１３〜１５を繰り返し実施する。   Finally, it is determined whether the HEV 1A is still starting or accelerating (S16). If not, the motor assist mode is ended (S17), the electric motor 6 is stopped, and the motor clutch 12 is disconnected. At the same time (S18), the opening of the EGR valve 20 is restored (S19). If HEV 1A is still at the time of starting or accelerating, steps 13 to 15 are repeated.

以上のようなＥＣＵ２４による制御を行うことで、ＮＯｘの排出量を増加させることなく、従来のＨＥＶよりも燃費を向上させることができるのである。   By performing the control by the ECU 24 as described above, the fuel efficiency can be improved over the conventional HEV without increasing the NOx emission amount.

図５は、本発明の第２の実施形態からなるハイブリッド車両を示す。なお、図１の第１の実施形態と同じ部分には同一の符号を付し、説明を省略する。   FIG. 5 shows a hybrid vehicle according to the second embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment of FIG. 1, and description is abbreviate | omitted.

このＨＥＶ１Ｂは、第１の実施形態からなるＨＥＶ１Ａの排気通路１７に、排ガス１３中のＮＯｘ濃度を測定するＮＯｘセンサ２５を設置するとともに、トルクセンサ２３を不要にしたものである。このＮＯｘセンサ２５は、信号線を通じてＥＣＵ２４に接続されている。   In the HEV 1B, a NOx sensor 25 for measuring the NOx concentration in the exhaust gas 13 is installed in the exhaust passage 17 of the HEV 1A according to the first embodiment, and the torque sensor 23 is not required. The NOx sensor 25 is connected to the ECU 24 through a signal line.

このようなＨＥＶ１ＢにおけるＥＣＵ２４による制御方法では、図２に示すステップ１３〜１４の代わりに、ＮＯｘセンサ２５による測定値に基づいて、モータアシストモード前のＮＯｘの発生量が維持されるようにＥＧＲシステム１６を制御する。これにより、燃料のＥＧＲ弁の開度を精度良く設定することができるため、燃費をより向上することができる。   In such a control method by the ECU 24 in the HEV 1B, instead of steps 13 to 14 shown in FIG. 2, the EGR system is configured so that the amount of NOx generated before the motor assist mode is maintained based on the measured value by the NOx sensor 25. 16 is controlled. Thereby, since the opening degree of the fuel EGR valve can be set with high accuracy, the fuel consumption can be further improved.

なお、トルクセンサ２３及びＮＯｘセンサ２５の両方を装備することで、図３のエンジントルクとＮＯｘ発生量のマップデータから求められたＮＯｘの減少量Ｄを、ＮＯｘセンサ２５の測定値で修正するようにしてもよい。   Note that by providing both the torque sensor 23 and the NOx sensor 25, the NOx reduction amount D obtained from the map data of the engine torque and the NOx generation amount in FIG. 3 is corrected with the measured value of the NOx sensor 25. It may be.

上述したＨＥＶ１Ａ（又はＨＥＶ１Ｂ）に係る制御方法は、ステップ１０で判定するように、ＨＥＶ１Ａの運転領域が高負荷領域にある場合に実施することが好ましい。この運転領域としては、例えば図６に示すように、ディーゼルエンジン５のエンジン回転数とエンジントルクとをパラメータとして模式的に区分したマップを挙げることができる。この図６における高負荷領域は、ＨＥＶ１Ａの発進時や加速時などのアクセルを大きく踏み込む場合が該当し、また低負荷領域は、ＨＥＶ１Ａの緩やかな加速時などのアクセルをわずかに踏む込む場合が該当する。更に、回生領域は、ＨＥＶ１Ａの制動時などが該当する。   The control method according to HEV 1A (or HEV 1B) described above is preferably performed when the operation region of HEV 1A is in the high load region, as determined in step 10. As this operation region, for example, as shown in FIG. 6, there can be cited a map in which the engine speed and engine torque of the diesel engine 5 are schematically divided as parameters. The high load area in FIG. 6 corresponds to a case where the accelerator is depressed greatly when HEV1A starts or accelerates, and the low load area corresponds to a case where the accelerator is slightly depressed such as when HEV1A is gently accelerated. To do. Further, the regeneration area corresponds to when the HEV 1A is braked.

ＨＥＶ１Ａの運転領域が、高負荷領域から低負荷領域や回生領域に移行すると、ディーゼルエンジン５の回転数が低くなるため、ＥＧＲ弁２０の開度を小さくすることによる燃焼効率の増加の効果よりも、排ガス１３が流れにくくなることによるポンピングロスの増大の効果が大きくなって、ディーゼルエンジン５のフリクションが増加して燃費が悪化してしまうおそれがあるためである。   When the operation region of HEV 1A shifts from the high load region to the low load region or the regenerative region, the rotational speed of the diesel engine 5 decreases, so that the effect of increasing the combustion efficiency by reducing the opening of the EGR valve 20 is reduced. This is because the effect of increasing the pumping loss due to the fact that the exhaust gas 13 becomes difficult to flow increases, and the friction of the diesel engine 5 increases and the fuel consumption may deteriorate.

そのため、ＨＥＶ１Ａの運転領域が、高負荷領域から低負荷領域や回生領域に移行した場合には、ＥＧＲ弁２０の開度を逆に大きくして、好ましくは全開にしてディーゼルエンジン５のフリクションを低減するとともに、湿式多板クラッチ１０及びモータ用クラッチ１２を接続した状態にすることが望ましい。   Therefore, when the operation region of HEV 1A shifts from the high load region to the low load region or the regeneration region, the opening degree of the EGR valve 20 is increased conversely and preferably fully opened to reduce the friction of the diesel engine 5. In addition, it is desirable that the wet multi-plate clutch 10 and the motor clutch 12 are connected.

そのようにすることで、燃費の悪化を抑制することができるとともに、ディーゼルエンジン５の回転数が走行モータ６により維持されるので、ＨＥＶ１Ａの運転状態の過渡的な変化（急加速など）に容易に対応することができるようになる。   By doing so, deterioration of fuel consumption can be suppressed, and the rotational speed of the diesel engine 5 is maintained by the travel motor 6, so that it is easy to make a transitional change (such as sudden acceleration) of the HEV 1A operation state. It becomes possible to correspond to.

上記のＨＥＶ１Ａ及びＨＥＶ１Ｂでは、ディーゼルエンジン５と走行モータ６とを並列に配置しているが、車両の構成はこれに限るものではない。例えば、ＨＥＶ１Ａにおいては、ディーゼルエンジン５と走行モータ６とを直列に配置したＨＥＶ１Ｃ（図７を参照）や、走行モータ６を一対の駆動輪２、２にそれぞれ直接的に接続したＨＥＶ１Ｄ（図８を参照）などの構成が例示される。なお、図７、８のような、モータ用クラッチ１２が不要となる構成の場合には、ＥＣＵ２４はモータ用クラッチ１２を断接する代わりに電動モータ６の駆動力を入切する制御を行うことになる。   In the HEV 1A and HEV 1B, the diesel engine 5 and the travel motor 6 are arranged in parallel, but the configuration of the vehicle is not limited to this. For example, in HEV1A, HEV1C (refer FIG. 7) which arranged the diesel engine 5 and the traveling motor 6 in series, and HEV1D (FIG. 8) which connected the traveling motor 6 directly to the pair of drive wheels 2 and 2, respectively. For example). 7 and 8, the ECU 24 performs control to turn on and off the driving force of the electric motor 6 instead of connecting and disconnecting the motor clutch 12. Become.

１Ａ、１Ｂ、１Ｃ、１Ｄ ハイブリッド車両
５ ディーゼルエンジン
６ 電動モータ
９ ハイブリッドシステム
１３ 排ガス
１４ 吸気通路
１５ 吸入空気
１６ ＥＧＲシステム
１７ 排気通路
１８ ＥＧＲ通路
２０ ＥＧＲ弁
２３ トルクセンサ
２４ ＥＣＵ
２５ ＮＯｘセンサ 1A, 1B, 1C, 1D Hybrid vehicle 5 Diesel engine 6 Electric motor 9 Hybrid system 13 Exhaust gas 14 Intake passage 15 Intake air 16 EGR system 17 Exhaust passage 18 EGR passage 20 EGR valve 23 Torque sensor 24 ECU
25 NOx sensor

Claims (6)

ディーゼルエンジン及び電動モータの少なくとも一方を駆動源とするハイブリッドシステムと、前記ディーゼルエンジンの排気通路から吸気通路へ延びるＥＧＲ通路及び前記ＥＧＲ通路に介設されたＥＧＲ弁を備えたＥＧＲシステムと、前記ハイブリッドシステム及びＥＧＲシステムを制御する制御手段とを備えたハイブリッド車両において、
前記制御手段は、前記ディーゼルエンジンの駆動力の一部を前記電動モータの駆動力で代替させるときは、該ディーゼルエンジンの駆動力の低下に伴うＮＯｘの減少量を求め、そのＮＯｘの減少量に相当する分だけ新たにＮＯｘが発生する程度に、前記ＥＧＲ弁の開度が小さくなるように前記ＥＧＲシステムを制御することを特徴とするハイブリッド車両。 A hybrid system using at least one of a diesel engine and an electric motor as a drive source; an EGR system including an EGR passage extending from an exhaust passage of the diesel engine to an intake passage; and an EGR valve interposed in the EGR passage; and the hybrid In a hybrid vehicle comprising a control means for controlling the system and the EGR system,
When the control means substitutes a part of the driving force of the diesel engine with the driving force of the electric motor, the control means obtains a reduction amount of NOx accompanying a reduction in the driving force of the diesel engine, and determines the reduction amount of the NOx. A hybrid vehicle, wherein the EGR system is controlled so that the opening degree of the EGR valve is reduced to an extent that NOx is newly generated by a corresponding amount. 前記制御手段は、前記ディーゼルエンジンの駆動力と前記ＮＯｘの発生量との関係を示す予め設定されたマップデータに基づいて、前記ＮＯｘの減少量を求める請求項１に記載のハイブリッド車両。   2. The hybrid vehicle according to claim 1, wherein the control unit obtains a decrease amount of the NOx based on preset map data indicating a relationship between the driving force of the diesel engine and the generation amount of the NOx. 前記ディーゼルエンジンは該エンジンの排気通路に配置されたＮＯｘセンサを備え、
前記制御手段は、前記ＮＯｘセンサの測定値に基づいて、前記ＥＧＲ弁の開度を調整する請求項１又は２に記載のハイブリッド車両。 The diesel engine includes a NOx sensor disposed in an exhaust passage of the engine,
The hybrid vehicle according to claim 1, wherein the control unit adjusts an opening degree of the EGR valve based on a measured value of the NOx sensor. 前記ハイブリッド車両の運転領域が予め設定された高負荷領域にある請求項１〜３のいずれかに記載のハイブリッド車両。   The hybrid vehicle according to claim 1, wherein a driving region of the hybrid vehicle is in a preset high load region. 前記ハイブリッド車両の運転領域が予め設定された高負荷領域から低負荷領域又は回生領域になった場合には、前記制御手段は、前記ＥＧＲ弁の開度が大きくなるように前記ＥＧＲシステムを制御する請求項４に記載のハイブリッド車両。   When the driving range of the hybrid vehicle changes from a preset high load range to a low load range or a regeneration range, the control means controls the EGR system so that the opening degree of the EGR valve is increased. The hybrid vehicle according to claim 4. ディーゼルエンジン及び電動モータの少なくとも一方を駆動源とするハイブリッドシステムと、前記ディーゼルエンジンの排気通路から吸気通路へ延びるＥＧＲ通路及び前記ＥＧＲ通路に介設されたＥＧＲ弁を備えたＥＧＲシステムとを備えたハイブリッド車両の制御方法であって、
前記ディーゼルエンジンの駆動力の一部を前記電動モータの駆動力で代替させ、該ディーゼルエンジンの駆動力の低下に伴うＮＯｘの減少量を求め、そのＮＯｘの減少量に相当する分だけ新たにＮＯｘが発生する程度に、前記ＥＧＲ弁の開度を小さくすることを特徴とするハイブリッド車両の制御方法。 A hybrid system using at least one of a diesel engine and an electric motor as a drive source, and an EGR system including an EGR passage extending from an exhaust passage of the diesel engine to an intake passage and an EGR valve interposed in the EGR passage A control method for a hybrid vehicle,
A part of the driving force of the diesel engine is replaced by the driving force of the electric motor, and a reduction amount of NOx accompanying a reduction in the driving force of the diesel engine is obtained, and a new NOx amount corresponding to the reduction amount of the NOx is newly obtained. The hybrid vehicle control method is characterized in that the opening degree of the EGR valve is reduced to such an extent that the occurrence of the EGR valve occurs.
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