JP2015182512A - Hybrid type engine apparatus - Google Patents

Hybrid type engine apparatus Download PDF

Info

Publication number
JP2015182512A
JP2015182512A JP2014059118A JP2014059118A JP2015182512A JP 2015182512 A JP2015182512 A JP 2015182512A JP 2014059118 A JP2014059118 A JP 2014059118A JP 2014059118 A JP2014059118 A JP 2014059118A JP 2015182512 A JP2015182512 A JP 2015182512A
Authority
JP
Japan
Prior art keywords
engine
motor generator
battery
hydraulic
generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2014059118A
Other languages
Japanese (ja)
Other versions
JP6158127B2 (en
Inventor
茂孝 川口
Shigetaka Kawaguchi
茂孝 川口
誠治 幸重
Seiji Yukishige
誠治 幸重
泰明 奥
Yasuaki Oku
泰明 奥
Original Assignee
ヤンマー株式会社
Yanmar Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤンマー株式会社, Yanmar Co Ltd filed Critical ヤンマー株式会社
Priority to JP2014059118A priority Critical patent/JP6158127B2/en
Publication of JP2015182512A publication Critical patent/JP2015182512A/en
Application granted granted Critical
Publication of JP6158127B2 publication Critical patent/JP6158127B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

When a hybrid engine device is mounted on a work vehicle, an engine and a motor generator can be compactly installed in an engine room of the work vehicle.
An engine, a motor generator 64 functioning as a generator and an electric motor, and a battery connected to the motor generator 64 are provided. The driving force of the engine 7 can be assisted by the electric motor action of the motor generator 64 by the power of the battery. Apart from the motor generator 64, an alternator 137 driven by the engine 7 is connected to the battery. The battery can be charged from both the motor generator 64 and the alternator 137. Both the motor generator 64 and the alternator 137 are assembled into the engine 7 to form a unit.
[Selection] Figure 5

Description

  The present invention relates to a hybrid engine device that uses both engine power and electric motor power to improve drive efficiency.

  Conventionally, the technology of a hybrid engine device that uses both engine power and electric motor power to improve driving efficiency is known, and work vehicles (hydraulic excavators, wheel loaders, etc.) equipped with the hybrid engine device are also known. is there. Some hybrid engine devices mounted on this type of work vehicle employ a so-called parallel drive mode (see Patent Document 1). In the parallel drive mode, a motor generator that functions as a generator and an electric motor and a hydraulic pump that drives a hydraulic actuator are coupled to the engine so that power can be transmitted. The hydraulic pump is driven by at least one of the engine and the motor generator. At high loads where the engine alone cannot cover the load, the motor generator is driven as an electric motor to compensate for the shortage of power (assist the engine).

JP 2001-12274 A

  However, since the conventional hybrid engine device includes the engine and the motor generator separately, it is necessary to secure a space for installing both the engine and the motor generator in the engine room of the work vehicle. There has been a problem that the size of the engine room is increased, and consequently, the size of the work vehicle on which the conventional hybrid engine device is mounted is increased.

  This invention makes it the technical subject to provide the hybrid engine apparatus which eliminated said problem.

  The invention of claim 1 includes an engine, a motor generator functioning as a generator and an electric motor, and a battery connected to the motor generator, and assists the driving force of the engine by the electric motor action of the motor generator by the electric power of the battery. In the hybrid engine device configured to be capable of being configured, an alternator driven by the engine is connected to the battery separately from the motor generator, and the battery can be charged from both the motor generator and the alternator. The motor generator and the alternator are both unitized into the engine.

  According to a second aspect of the present invention, in the hybrid engine device according to the first aspect, when the engine rotation speed decreases due to an increase in engine load during low-speed rotation of the engine, the engine is driven by the motor action of the motor generator. It is configured to assist force.

According to a third aspect of the present invention, in the hybrid engine device according to the second aspect, when the hydraulic pressure change rate of hydraulic oil supplied from a hydraulic power source driven by the driving force of the engine is equal to or greater than a predetermined value, the motor The driving force of the engine is assisted by the electric motor action of the generator.

  According to the first aspect of the present invention, an engine, a motor generator functioning as a generator and an electric motor, and a battery connected to the motor generator are provided, and the driving force of the engine is generated by the electric motor action of the motor generator by the electric power of the battery. In the hybrid engine device configured to be able to assist, an alternator driven by the engine is connected to the battery separately from the motor generator, and the battery can be charged from both the motor generator and the alternator. In addition, since both the motor generator and the alternator are assembled into the engine to form a unit, the hybrid engine device is compared with a conventional hybrid engine device having a motor generator separate from the engine. It attained the overall considerably compact. As a result, it contributes to the downsizing of the work vehicle equipped with the hybrid engine device of the present application. Since the alternator dedicated to power generation also exists separately from the motor generator, the driving force of the motor generator can be reliably applied as an auxiliary force to the driving force of the engine without worrying about the remaining battery level. It becomes possible to obtain the optimum output characteristic according to the situation by accurately applying the assisting force of the motor generator to the output characteristic of the engine.

  According to the second aspect of the present invention, when the engine speed decreases due to an increase in engine load during low-speed rotation of the engine, the driving force of the engine is assisted by the motor action of the motor generator. Even if the engine load increases during low-speed rotation of the engine due to, for example, hydraulic pressure, the output torque of the engine can be prevented from decreasing due to the motor action of the motor generator. Therefore, it is possible to eliminate the further decrease in the engine rotation speed caused by the torque shortage, prevent the occurrence of black smoke and knocking, and suppress the possibility of engine stall.

  According to the invention of claim 3, when the hydraulic pressure change rate of the hydraulic oil supplied from the hydraulic power source driven by the driving force of the engine is equal to or greater than a predetermined value, the driving force of the engine is reduced by the electric motor action of the motor generator. Since it is configured so as to assist, for example, it is possible to grasp the detection timing of the load increase due to the hydraulic pressure or the like based on the hydraulic pressure change rate of the hydraulic oil from the hydraulic source. For this reason, it is possible to make a determination quicker than when the detection timing is measured based on the engine rotation speed, and it is possible to reduce the time required for determining whether or not the motor generator needs to provide the auxiliary force.

It is a side view of a backhoe. It is a hydraulic circuit diagram of a backhoe. It is a front view of an engine. It is a rear view of an engine. It is a left view of an engine. It is a right view of an engine. It is a top view of an engine. It is fuel system explanatory drawing of an engine. It is a functional block diagram which shows the relationship between an engine and an exhaust gas purification apparatus. It is explanatory drawing of an output characteristic map. It is explanatory drawing of the mode map based on an engine load and a battery remaining charge, (a) is a normal time map, (b) is a previous time map, (c) is a reproduction time map. It is a flowchart of mode switching control. It is a flowchart of load control at the time of low speed.

  Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings when applied to a hybrid engine device mounted on a backhoe as a work vehicle.

(1). Outline of Backhoe An outline of the backhoe 1 will be described with reference to FIG. A backhoe 1, which is an example of a work vehicle, includes a crawler-type traveling device 2 having a pair of left and right traveling crawlers 3 (shown only on the left side in FIG. 1), and a swivel 4 (airframe) provided on the traveling device 2. I have. The swivel base 4 is configured to be capable of horizontal swivel over 360 ° in all directions by a swivel motor 9 (see FIG. 2). A front part of the traveling device 2 is provided with a soil discharge plate 5 mounted so as to be rotatable up and down, and a soil discharge plate cylinder 26 (see FIG. 2) for rotating the soil discharge plate 5 up and down.

  On the swivel 4, a cabin 6 as an operation unit, an engine 7, and the like are mounted. A working unit 10 having a boom 11, an arm 12, and a bucket 13 for excavation work is provided at the front of the swivel 4. Although not shown, the cabin 6 includes a control seat on which an operator is seated, a throttle lever for setting and maintaining the output rotation speed of the engine 7, a turning operation lever, an arm operation lever, a bucket operation switch, a boom operation lever, and the like. Has been placed.

  The boom 11, which is a component of the working unit 10, is formed in a shape that protrudes forward at the tip side and is bent in a square shape when viewed from the side. The base end portion of the boom 11 is pivotally attached to a boom bracket 14 attached to the front portion of the swivel base 4 so as to be swingable about a horizontal boom shaft 15 as a rotation center. On the inner surface (front surface) side of the boom 11, a one-rod double-acting boom cylinder 16 is disposed for swinging it up and down. The cylinder side end of the boom cylinder 16 is pivotally supported by the front end of the boom bracket 14 so as to be rotatable. The rod side end portion of the boom cylinder 16 is pivotally supported by a front bracket 17 fixed to the front surface side (dent side) of the bent portion of the boom 11.

  A base end portion of a long rectangular tube-like arm 12 is pivotally attached to a tip end portion of the boom 11 so as to be swingable around a lateral arm shaft 19 as a rotation center. A one-rod double-acting arm cylinder 20 for swinging and swinging the arm 12 is disposed on the upper front side of the boom 11. The cylinder side end portion of the arm cylinder 20 is pivotally supported by a rear bracket 18 fixed to the back side (projecting side) of the bent portion of the boom 11. The rod side end of the arm cylinder 20 is pivotally supported by an arm bracket 21 fixed to the base end side outer surface (front surface) of the arm 12.

  A bucket 13 as an attachment for excavation is pivotally attached to the distal end portion of the arm 12 so that the bucket 13 can be swung around a lateral bucket shaft 22. On the outer surface (front surface) side of the arm 12, a one-rod double-acting bucket cylinder 23 for scrambling and rotating the bucket 13 is disposed. A cylinder side end portion of the bucket cylinder 23 is pivotally supported by the arm bracket 21. The rod side end of the bucket cylinder 23 is pivotally supported by the bucket 13 via a connecting link 24 and a relay rod 25.

A swing cylinder 27 (see FIG. 2) is provided between the swivel base 4 and the boom bracket 14 for rotating the working unit 10 left and right. A traveling hydraulic motor 29 is linked to each drive sprocket 28 that drives each traveling crawler 3 to rotate. For this reason, the left and right traveling crawlers 3 can independently rotate forward and backward. That is, by making the rotational speed of one traveling hydraulic motor 29 faster than the rotational speed of the other traveling hydraulic motor 29, the backhoe 1 turns left or right, and both traveling hydraulic motors 29 are rotated in the opposite directions at the same rotational speed. By driving it, the backhoe 1 turns in a belief (spin turn).

(2). Next, the hydraulic circuit structure of the backhoe 1 will be described with reference to FIG. In the hydraulic circuit 40 of the backhoe 1 shown in FIG. 2, the earth discharge plate cylinder 26, the bucket cylinder 23, the arm cylinder 20, the swing motor 9, the both traveling hydraulic motor 29, and the swing cylinder 27 that constitute the hydraulic actuator are loaded. It is connected to a variable displacement type first hydraulic pump 48 via operation switching valves 41, 42, 43, 44, 45, 46, 47 comprising sensing valves. The amount of hydraulic fluid discharged from the first hydraulic pump 48 is changed by changing the inclination angle of the swash plate 48a by the expansion and contraction of the first adjustment cylinder 49 connected to the swash plate 48a of the first hydraulic pump 48. Is configured to do. The first adjusting cylinder 49 is configured to detect the discharge pressure of the first hydraulic pump 48 and expand and contract according to the amount of hydraulic oil required for each hydraulic actuator 9, 20, 23, 26, 27, 29. Yes. For this reason, each hydraulic actuator 9, 20, 23, 26, 27, 29 is appropriately supplied with a necessary amount of hydraulic oil.

  Similarly, the boom cylinder 16, which is an example of a hydraulic actuator, is connected to a variable displacement second hydraulic pump 51 via a switching valve mechanism 50. The amount of hydraulic fluid discharged from the second hydraulic pump 51 is changed by changing the inclination angle of the swash plate 51a by the expansion and contraction operation of the second adjustment cylinder 52 connected to the swash plate 51a of the second hydraulic pump 51. Is configured to do. The second adjustment cylinder 52 detects the pressure on the primary side and the secondary side of the switching valve mechanism 50, and the hydraulic oil amount from the second hydraulic pump 51 is substantially constant regardless of the driving load applied to the boom cylinder 16. Is configured to extend and contract so as to be supplied and held to the boom cylinder 16.

  The discharge side of the second hydraulic pump 51 and the rod chamber side of the boom cylinder 16 are connected in communication by a rod side pipe 53. The bottom chamber side of the boom cylinder 16 and the suction side of the second hydraulic pump 51 are connected by a bottom side pipe 54. That is, the boom cylinder 16 and the second hydraulic pump 51 are connected in a closed loop by the rod side pipe 53 and the bottom side pipe 54. A switching valve mechanism 50 is interposed between the rod side pipe 53 and the bottom side pipe 54. With such a configuration, when the boom cylinder 16 is reduced, the return of hydraulic oil is directly introduced to the suction side of the first hydraulic pump 48 to regenerate boom kinetic energy, thereby minimizing energy loss.

  In the rod side pipe 53 and the bottom side pipe 54, the boom cylinder 16 and the switching valve mechanism 50 are connected to the hydraulic oil tank 56 via the surplus oil discharge valve 55. The surplus oil discharge valve 55 and the direction switching valve 50 are hydraulic oil in which the amount of hydraulic oil flowing out from one oil chamber flows into the other oil chamber due to the pressure receiving area difference between the two oil chambers in the boom cylinder 16. This is for discharging the surplus when the amount is larger. Further, when the boom cylinder 16 is extended, the amount of hydraulic oil to be sucked may be insufficient. Therefore, a check valve 57 is provided between the second hydraulic pump 51 and the switching valve mechanism 50 in the bottom side pipe 54. The hydraulic oil tank 56 is connected in communication, so that the shortage of hydraulic oil can be supplied by the self-suction force of the second hydraulic pump 51.

A flywheel 32 is directly connected to the output shaft 31 protruding from the engine 7, and a main drive shaft 60 is connected to the flywheel 32 via a main clutch 33 for power transmission (see FIG. 9). A pump shaft 62 extending in series with the main driving shaft 60 is connected to the main driving shaft 60 through a power distribution mechanism 61 including a planetary gear mechanism 81 so as to transmit power. The pump shaft 62 passes through both the first and second hydraulic pumps 48 and 51. The first and second hydraulic pumps 48 and 51 are configured to be driven by the rotation of the pump shaft 62. That is, the rotating shaft (pump shaft 62) for driving the first and second hydraulic pumps 48 and 51 is composed of one common shaft. A motor generator 64 that functions as a generator and an electric motor is connected to the power distribution mechanism 61 through a switching clutch mechanism 63 for switching the power transmission direction with respect to the power distribution mechanism 61 so that the power can be transmitted. Motor generator 64 is electrically connected to battery 66 as a power storage member via inverter converter 65. That is, the backhoe 1 according to the embodiment includes a motor generator 63 that functions as a generator and an electric motor, and hydraulic pumps 48 and 51 that drive the hydraulic actuators 9, 16, 20, 23, 26, 27, and 29. A hybrid engine device connected to transmit power is provided.

(3). Next, the structure of the engine and its surroundings will be described with reference to FIGS. The engine 7 is a four-cylinder type diesel engine, and includes a cylinder block 75 with a cylinder head 72 fastened on the upper surface. An intake manifold 73 is connected to one side of the cylinder head 72, and an exhaust manifold 71 is connected to the other side. In other words, the intake manifold 73 and the exhaust manifold 71 are arranged separately on both side surfaces along the output shaft 31 in the engine 7. A head cover 78 is disposed on the upper surface of the cylinder head 72. A cooling fan 79 is provided on one side of the engine 7 that intersects the output shaft 31, specifically, one side of the cylinder block 75.

  The flywheel 32 described above is provided on the other side of the cylinder block 75. A flywheel housing 30 is provided on the other side of the cylinder block 75. A flywheel 32 is disposed in the flywheel housing 30. A flywheel 32 is pivotally supported on the output shaft 31. The driving force of the engine 71 is extracted from the working unit of the work vehicle via the output shaft 31. An oil pan 132 is disposed on the lower surface of the cylinder block 75. Lubricating oil in the oil pan 132 is supplied to each lubricating portion of the engine 7 through an oil filter 133 disposed on the side surface of the cylinder block 75.

  A common rail system 117 that supplies fuel to each cylinder of the engine 7 is provided below the intake manifold 73 on the side surface of the cylinder block 75. An air cleaner (not shown) is connected to the intake upstream side of the intake manifold 73 via an EGR device 140 (exhaust gas recirculation device).

  As shown in FIGS. 5, 6, and 8, a fuel tank 118 is connected to each of the injectors 115 for four cylinders in the engine 7 via a common rail system 117 and a fuel supply pump 116. Each injector 115 is provided with an electromagnetic switching control type fuel injection valve 119. The common rail system 117 includes a cylindrical common rail 120. A fuel tank 118 is connected to the suction side of the fuel supply pump 116 via a fuel filter 121 and a low pressure pipe 122. The fuel in the fuel tank 118 is sucked into the fuel supply pump 116 via the fuel filter 121 and the low pressure pipe 122. The fuel supply pump 116 of the embodiment is disposed in the vicinity of the intake manifold 73. On the other hand, a common rail 120 is connected to the discharge side of the fuel supply pump 116 via a high-pressure pipe 123. In addition, injectors 115 for four cylinders are connected to the common rail 120 via four fuel injection pipes 126, respectively.

  In the above configuration, the fuel in the fuel tank 118 is pumped to the common rail 120 by the fuel supply pump 116, and high-pressure fuel is stored in the common rail 120. Each fuel injection valve 119 is controlled to open and close, whereby high-pressure fuel in the common rail 120 is injected from each injector 115 to each cylinder of the engine 7. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 115 are controlled with high accuracy. Therefore, the nitrogen oxide (NOx) of the engine 7 can be reduced, and the noise vibration of the engine 7 can be reduced.

  As shown in FIG. 8, a fuel supply pump 116 is connected to the fuel tank 118 via a fuel return pipe 129. A common rail return pipe 131 is connected to the end of the cylindrical common rail 120 in the longitudinal direction via a return pipe connector 130 that limits the pressure of fuel in the common rail 120. That is, surplus fuel from the fuel supply pump 116 and surplus fuel from the common rail 120 are collected in the fuel tank 118 via the fuel return pipe 129 and the common rail return pipe 131.

  As shown in FIGS. 5 and 9, a motor generator 64 that functions as a generator and an electric motor is attached to the flywheel housing 30. As will be described in detail later, a forced power generation gear 88 that meshes with the wheel gear 82 of the flywheel 32 is rotatably supported on the input / output shaft 87 protruding from the motor generator 64. The motor generator 64 is coupled to the power distribution mechanism 61 via the switching clutch mechanism 63 so as to be able to transmit power, and is electrically connected to a battery 66 serving as a power storage member via the inverter converter 65. (See FIG. 2). A remaining amount detector 69 is connected to the battery 66. The remaining amount detector 69 outputs the detection result to the ECU 101 (details will be described later) while detecting the remaining amount of the battery over time. The motor generator 64 also has a function as a starter for starting the engine. When the engine 7 is started, the output shaft 31 starts to rotate (so-called cranking is executed) by rotating the wheel gear 82 of the flywheel 32 with the driving force of the motor generator 64.

  A cooling water pump 135 is disposed coaxially with the fan shaft of the cooling fan 9 on the side surface of the cylinder head 75 where the cooling fan 79 is located. On the side surface of the engine 7 where the intake manifold 73 is located, an alternator 137 is provided as a generator that generates electric power with the driving force of the engine 7. The rotation of the output shaft 31 drives the cooling water pump 135 and the alternator 137 together with the cooling fan 79 via the cooling fan driving V-belt 136. Cooling water in a radiator (not shown) mounted on the work vehicle is supplied to the cylinder block 75 and the cylinder head 72 by driving the cooling water pump 135 to cool the engine 7.

  Alternator 137 is electrically connected to battery 66 separately from motor generator 64 via converter 68. The battery 66 can be charged from both the motor generator 64 and the alternator 137. Both the motor generator 64 and the alternator 137 are assembled into the engine 7 and unitized. If comprised in this way, compared with the conventional hybrid type engine apparatus provided with the motor generator separate from an engine, the whole hybrid type engine apparatus can be reduced in size significantly. As a result, it contributes to the downsizing of work vehicles equipped with this. Since the alternator 23 dedicated for power generation also exists separately from the motor generator 64, the driving force of the motor generator 64 can be reliably applied as an auxiliary force to the driving force of the engine 7 without worrying about the remaining battery level. It becomes possible to obtain the optimum output characteristics according to the situation by accurately applying the auxiliary force of the motor generator 64 to the output characteristics of the engine 7.

  As shown in FIGS. 5 to 7, an EGR device 140 (exhaust gas recirculation device) is connected to the inlet of the intake manifold 73. The EGR device 140 is mainly disposed on the engine 7 on the side where the intake manifold 73 is located. The fresh air (external air) sucked into the air cleaner is dedusted and purified, then sent to the intake manifold 73 via the EGR device 140 and supplied to each cylinder of the engine 7.

The EGR device 140 mixes a part of the exhaust gas (EGR gas) of the engine 7 and fresh air and supplies it to the intake manifold 73, and an intake throttle member 142 that connects the EGR main body case 141 to an air cleaner. And EG in the exhaust manifold 75
A recirculation exhaust gas pipe 144 connected via an R cooler 143 and an EGR valve member 145 for communicating the EGR main body case 141 with the recirculation exhaust gas pipe 144 are provided.

  That is, the intake manifold 73 is connected to the intake manifold 73 via the EGR main body case 141. The outlet side of the recirculation exhaust gas pipe 144 is connected to the EGR main body case 141. The inlet side of the recirculation exhaust gas pipe 144 is connected to the exhaust manifold 71 via the EGR cooler 143. By adjusting the opening degree of the EGR valve in the EGR valve member 145, the supply amount of EGR gas to the EGR main body case 141 is adjusted. The EGR main body case 141 is bolted to the intake manifold 73 so as to be detachable.

  In the above configuration, fresh air is supplied from the air cleaner through the intake throttle member 142 into the EGR main body case 141, while EGR gas is supplied from the exhaust manifold 71 into the EGR main body case 141. Fresh air from the air cleaner and EGR gas from the exhaust manifold 71 are mixed in the EGR main body case 141 and supplied to the intake manifold 73 as a mixed gas. By recirculating a part of the exhaust gas discharged from the engine 7 to the exhaust manifold 71 from the intake manifold 73 to the engine 7, the maximum combustion temperature at the time of high load operation decreases, and NOx (nitrogen oxide) from the engine 7 decreases. Emissions are reduced.

  A diesel particulate filter 150 (hereinafter referred to as DPF) as an exhaust gas purification device is connected to the exhaust pipe 77 connected to the exhaust downstream side of the exhaust manifold 71. Exhaust gas discharged from each cylinder to the exhaust manifold 71 is purified through the exhaust pipe 77 and the DPF 150 and then released to the outside.

  The DPF 150 is for collecting particulate matter (hereinafter referred to as PM) in the exhaust gas. The DPF 150 according to the embodiment is configured by accommodating a diesel oxidation catalyst 153 such as platinum and a soot filter 154 in series in a substantially cylindrical filter case 152 in a casing 151 made of a heat-resistant metal material. In the embodiment, the diesel oxidation catalyst 153 is disposed on the exhaust upstream side of the filter case 152, and the soot filter 154 is disposed on the exhaust downstream side. The soot filter 154 has a honeycomb structure having a large number of cells partitioned by porous (filterable) partition walls.

  An exhaust introduction port 155 that communicates with the exhaust downstream side of the exhaust pipe 77 is provided at one side of the casing 151. One end of the casing 151 is closed by a first bottom plate 156, and one end of the filter case 152 facing the first bottom plate 156 is closed by a second bottom plate 157. The annular gap between the casing 151 and the filter case 152 and the gap between the bottom plates 156 and 157 are filled with a heat insulating material 158 such as glass wool so as to surround the diesel oxidation catalyst 153 and the soot filter 154. ing. The other side of the casing 151 is closed by two cover plates 159 and 160, and a substantially cylindrical exhaust outlet 161 penetrates both the cover plates 159 and 160. In addition, a resonance chamber 163 communicating between the lid plates 159 and 160 via the plurality of communication pipes 162 in the filter case 152 is formed.

  An exhaust gas introduction pipe 165 is inserted into an exhaust introduction port 155 formed on one side of the casing 151. The tip of the exhaust gas introduction pipe 165 protrudes on the side surface opposite to the exhaust introduction port 155 across the casing 151. A plurality of communication holes 166 that open toward the filter case 152 are formed on the outer peripheral surface of the exhaust gas introduction pipe 165. A portion of the exhaust gas introduction pipe 165 that protrudes from the side surface opposite to the exhaust introduction port 155 is closed by a lid 167 that is detachably screwed to the exhaust gas introduction pipe 165.

The DPF 150 is provided with a differential pressure sensor 168 that estimates the clogged state of the soot filter 154 as an example of a clogging estimation member. The differential pressure sensor 168 of the embodiment is a DPF.
The pressure difference between the upstream side and the downstream side sandwiching the soot filter 154 in 150 is detected. The PM accumulation amount in the DPF 150 is estimated from the pressure difference ΔP detected by the differential pressure sensor 168. If the estimation result is a predetermined value (for example, 8 g / l) or more, the load due to the generator action of the motor generator 64 is used. Thus, the engine load is increased, and regeneration control of the DPF 150 (soot filter 154) is executed. Regardless of the driving state (rotational speed or load state) of the engine 7, the exhaust gas temperature can be raised to a temperature higher than the regenerative temperature to oxidize and remove PM. The PM collection ability of the DPF 150 (soot filter 154) can be forcibly recovered. In the embodiment, the upstream side exhaust pressure sensor 168 a constituting the differential pressure sensor 168 is attached to the lid 167 of the exhaust gas introduction pipe 165, and the downstream side exhaust pressure sensor 168 b is interposed between the soot filter 154 and the resonance chamber 163. Is installed.

  The clogged state of the soot filter 154 is not limited to the differential pressure sensor 168 but may be an exhaust pressure sensor that detects the pressure on the upstream side of the soot filter 154 in the DPF 150. When the exhaust pressure sensor is employed, the pressure (reference pressure) upstream of the soot filter 154 when no soot is deposited on the soot filter 154 (when new) and the current detected by the exhaust pressure sensor The clogged state of the DPF 150 (the soot filter 154) is estimated by comparing with the pressure of the DPF 150.

  In the above configuration, the exhaust gas from the engine 7 enters the exhaust gas introduction pipe 165 via the exhaust introduction port 155, and is ejected into the filter case 152 from each communication hole 166 formed in the exhaust gas introduction pipe 165. After being dispersed over a wide area in the filter case 152, the diesel oxidation catalyst 153 and the soot filter 154 are passed through in this order for purification. At this stage, PM in the exhaust gas is collected without passing through the porous partition wall between the cells in the soot filter 154. Thereafter, exhaust gas that has passed through the diesel oxidation catalyst 153 and the soot filter 154 is discharged from the exhaust outlet 161.

When the exhaust gas passes through the DPF 150, if the exhaust gas temperature exceeds a reproducible temperature (for example, about 300 ° C.), NO (nitrogen monoxide) in the exhaust gas is reduced due to the action of the diesel oxidation catalyst 153. Oxidizes to stable NO 2 (nitrogen dioxide). Then, PM accumulated in the soot filter 154 is oxidized and removed by O (oxygen) released when NO 2 returns to NO, so that the PM collection ability of the soot filter 154 is restored (the soot filter 154 is regenerated). ).

  As shown in FIG. 8, an ECU 101 is provided that operates a fuel injection valve 119 for each cylinder in the engine 7. Although details are not shown, the ECU 101 includes a CPU that executes various arithmetic processes and controls, a storage means such as an EEPROM and a flash memory for storing a control program and data, a RAM that temporarily stores the control program and data, an input / output An interface or the like is provided, and the engine 7 is disposed in the vicinity thereof.

On the input side of the ECU 101, at least a rail pressure sensor 102 that detects the fuel pressure in the common rail 120, an electromagnetic clutch 103 that rotates or stops the fuel supply pump 116, and the rotational speed of the engine 7 (the camshaft position of the main shaft 60). ) For detecting and setting the number of fuel injections of the injector 115 (the number of fuel injections during the fuel injection period of one stroke), and an accelerator operating tool such as a throttle lever or an accelerator pedal. A throttle position sensor 106 for detecting the operation position (not shown), an intake air temperature sensor 108 for detecting the intake air temperature of the intake manifold 73, a coolant temperature sensor 109 for detecting the coolant temperature of the engine 7, and an upstream exhaust gas From the atmospheric pressure sensor 168a and the downstream exhaust pressure sensor 168b That the differential pressure sensor 168 is connected to the remaining amount detector 69. On the input side of the ECU 101, hydraulic sensors 169 and 170 as drive load detecting members for detecting the drive loads of the hydraulic actuators 9, 16, 20, 23, 26, 27, and 29 are also connected. The driving load in this case is the load of the first and second hydraulic pumps 48 and 51 that supply the hydraulic oil to the hydraulic actuators 9, 16, 20, 23, 26, 27, and 29. The first hydraulic sensor 169 detects the operating hydraulic pressure from the first hydraulic pump 48, and the second hydraulic sensor 170 detects the operating hydraulic pressure from the second hydraulic pump 51.

  An electromagnetic solenoid of each fuel injection valve 119 for at least four cylinders is connected to the output side of the ECU 101. That is, based on a command from the ECU 101, the high-pressure fuel stored in the common rail 120 is injected from the fuel injection valve 119 in a plurality of times during one stroke while controlling the fuel injection pressure, the injection timing, the injection period, and the like. Thus, it is possible to suppress the generation of nitrogen oxides (NOx) and to perform complete combustion with reduced generation of soot and carbon dioxide, thereby improving fuel consumption. A switching clutch solenoid valve 110, an inverter converter 65, and a converter 68 for supplying hydraulic oil to a clutch cylinder 67 (see FIG. 9) of the switching clutch mechanism 63 are also connected to the output side of the ECU 101.

  As an example of the clogging estimation member, the ECU 101 measures the drive history of the engine 7 (may be referred to as accumulated operation time) as needed. When the drive history of the engine 7 has passed a predetermined value (for example, about 100 hours), the motor generator 64 is driven as a generator to increase the engine load, and regeneration control of the soot filter 154 is executed. . For example, the predetermined value is stored in advance in storage means (flash memory or EEPROM) provided in the ECU 101. For this reason, the PM trapping ability of the DPF 150 (soot filter 154) can be recovered by simple control that uses the drive history of the engine 7 as a guide.

  In the storage means of the ECU 101, an output characteristic map PM (see FIG. 10) indicating the relationship between the rotational speed N of the engine 7 and the torque T (load) is stored in advance. The storage means also stores in advance a mode map MM (see FIG. 11) as a plurality of control patterns indicating the relationship between the engine load, the remaining battery level, and the necessity of regeneration of the DPF 150. This type of map PM, MM can be obtained by experiments or the like. The control pattern of the mode map MM or the like is not limited to the map format as in the embodiment, but may be a function table format, for example.

  In the output characteristic map PM shown in FIG. 10, the rotational speed N is taken on the horizontal axis and the torque T is taken on the vertical axis. The output characteristic map PM is a region surrounded by a solid line Tmx drawn upwardly. A solid line Tmx is a maximum torque line representing the maximum torque for each rotational speed N. As shown in FIG. 10, the output characteristic map PM is divided vertically by a boundary line BL representing the relationship between the rotational speed N and the torque T when the exhaust gas temperature is the regeneration boundary temperature (about 300 ° C.). The The upper region across the boundary line BL is a reproducible region in which PM deposited on the DPF 150 (soot filter 154) can be oxidized and removed (the oxidation action of the oxidation catalyst 53 works), and the lower region is oxidized by PM. This is a non-reproducible region that is not removed and accumulates on the DPF 150 (soot filter 154).

  The two-dot chain line Tmod drawn in the low-speed rotation region (the region on the left side of FIG. 10 where the rotation speed N is low) is the maximum torque in the low-speed rotation region for the purpose of preventing black smoke and knocking and avoiding engine stall. It is a correction torque line when it is assumed that it has been pulled up. A mode of low-speed load control (see FIG. 13) regarding the correction torque line Tmod will be described later.

In each mode map MM shown in FIG. 11, the engine load factor LF is taken on the horizontal axis and the remaining battery capacity SC is taken on the vertical axis. The mode map MM of the embodiment has three types, the normal time map MM1 of FIG. 11A corresponding to the normal time when the DPF 150 is not played back, the just before playback map MM2 of FIG. The playback map MM3 shown in FIG. 11C corresponding to the playback of the DPF 150 is included. Here, the engine load factor LF means a ratio to the maximum torque T (maximum engine load) at an arbitrary rotational speed N.
Further, the time immediately before regeneration means that the PM accumulation amount is close to a predetermined value (for example, 8 g / l) that requires regeneration of the DPF 150. In the embodiment, a case where the PM accumulation amount in the DPF 150 estimated from the pressure difference ΔP that is a detection result of the differential pressure sensor 168 is, for example, 6 g / l or more and less than 8 g / l is defined as the time immediately before regeneration.

  In the normal time map MM1 of FIG. 11A and the immediately before playback map MM2 of FIG. 11B, the lower side of the drawing is an area of the charging mode in which the motor generator 64 functions as a generator, and the upper side of the drawing is the motor generator. This is an assist mode area in which 64 is functioned as an electric motor. A blank area that is not included in the charge mode or the assist mode is an area of the engine single mode in which the motor generator 64 does not contribute to the transmission and reception of power, and the hydraulic pumps 48 and 51 are operated only by the driving force of the engine 7. is there. Comparing the normal time map MM1 and the just before playback map MM2, the charge mode area of the immediately before playback map MM2 is significantly larger on the side where the remaining battery capacity SC is closer to zero (fully discharged state) than that of the normal time map MM1. Is set narrowly. That is, the charging mode is not selected unless the battery remaining amount SC is in a very small state (for example, 15% or less) in the map MM2 immediately before reproduction. Also in the assist mode area, the map MM2 immediately before reproduction is set wider than the normal map MM1. If comprised in this way, electric power can be actively consumed immediately before reproduction | regeneration of DPF150. For this reason, it is possible to secure a sufficient time for driving the motor generator 64 as a generator during the subsequent regeneration operation.

  In the reproduction time map MM3 of FIG. 11C, the charging mode area is set to be substantially L-shaped, and the area where the engine load factor LF is low is occupied by the charging mode area. In addition, in the playback map MM3 in FIG. 11C, a narrow region of the inverted triangle at the left end of the drawing is set as the assist mode region. As described above, in the reproduction time map MM3, when the region where the engine load factor LF is low is occupied by the charge mode region, the engine load is increased by the generator action of the motor generator 64 even when the engine load is low. In addition to raising the temperature of the exhaust gas, the battery 66 can be positively charged.

  The ECU 101 basically obtains the torque T from the rotational speed N detected by the engine rotational speed sensor 104 and the throttle position detected by the throttle position sensor 106, and uses the torque T and the output characteristic map PM to target fuel. Fuel injection control is performed in which the injection amount is calculated and the common rail system 117 is operated based on the calculation result. Here, the fuel injection amount is adjusted by adjusting the valve opening period of each fuel injection valve 119 and changing the injection period to each injector 115.

  Further, the ECU 101 selects one of the three types of mode maps MM based on whether or not the DPF 150 needs to be regenerated, and selects the engine load (engine load factor LF in the embodiment), the remaining battery level SC, and the selected mode map MM. The mode switching control for determining whether to perform the charging mode in which the motor generator 64 functions as a generator or in the assist mode in which the motor generator 64 functions as an electric motor is executed. With this control, it is not necessary to provide a conventional intake throttle device or exhaust throttle device for raising the exhaust gas temperature, and the number of parts related to the engine 7 can be reduced (contributing to the reduction of manufacturing costs or the suction). The deterioration of fuel consumption due to an increase in exhaust loss can be prevented), and the motor generator 64 is driven as an electric motor accurately according to whether or not the regeneration of the DPF 150 is necessary and further according to the state of charge of the battery 66. The driving force can be assisted, or the battery 66 can be charged by being driven as a generator.

(4). Detailed Structures of Power Distribution Mechanism and Switching Clutch Mechanism Next, detailed structures of the power distribution mechanism 61 and the switching clutch mechanism 63 will be described with reference to FIG. The power distribution mechanism 61 includes a planetary gear mechanism 81 that connects the main drive shaft 60 and the pump shaft 62. The planetary gear mechanism 81 includes a sun gear 83 fixed to the front end side of the main drive shaft 60, a plurality of planetary gears 84 that mesh with the sun gear 83, a ring gear 85 that meshes with the planetary gears 84 group, and the planetary gears 84 group on the same circumference. And a carrier 86 disposed rotatably. The ring gear 85 is arranged concentrically with the main drive shaft 60 in a state where the inner teeth of its inner peripheral surface mesh with the plurality of planetary gears 84, and is rotatable about the pump shaft 62 protruding from the outer surface of the carrier 86. It is fitted.

  On the other hand, a switching clutch mechanism 63 is provided in association with the input / output shaft 87 protruding from the motor generator 64. That is, the input / output shaft 87 is rotatably supported by a forced power generation gear 88 that meshes with the wheel gear 82 of the flywheel 32 and a relay gear 89 that meshes with external teeth formed on the outer peripheral surface of the ring gear 85. The input / output shaft 87 is also provided with a forced power generation clutch 90 and a relay clutch 91 that can be connected and disconnected by the clutch cylinder 67. A clutch shifter 93 is connected to the rod side of the clutch cylinder 67 via a shift arm 92. By causing the forced power generation clutch 90 or the relay clutch 91 to be in a power connection state by the operation of the clutch shifter 93 based on the driving of the clutch cylinder 67, the forced power generation gear 88 or the relay gear 89 rotates integrally with the input / output shaft 87. Connected.

  When the forced power generation clutch 90 is in a power connection state, the rotational power of the main shaft 60 is branched and transmitted to the input / output shaft 87 via the wheel gear 82 and the forced power generation gear 88, and the rotational power of the input / output shaft 87 is transmitted. Thus, the motor generator 64 functions as a generator, and the battery 66 is charged via the inverter converter 65. Rotational power of the main driving shaft 60 (driving force of the engine 7) is transmitted to the planetary gear mechanism 81 and thus to the pump shaft 62. In this case, the engine 7 is subjected to a load for driving the first and second hydraulic pumps 48 and 51 and a load for charging the battery 66 by driving the motor generator 64. Then, the load based on the generator action of motor generator 64 acts as a dummy load, and the engine load increases accordingly. Then, the engine output (fuel injection amount) increases to maintain the driving of the first and second hydraulic pumps 48 and 51, and the exhaust gas temperature rises.

As a result, when the exhaust gas passes through the diesel oxidation catalyst 153 and the soot filter 154, the exhaust gas temperature exceeds the reproducible temperature, and the NO in the exhaust gas is unstable due to the action of the diesel oxidation catalyst 153. The PM deposited on the soot filter 154 is oxidized and removed by O (oxygen) released when NO 2 returns to NO, and the PM collection ability of the soot filter 154 is restored (the soot filter 154 is restored). Will play).

  When the relay clutch 91 is in the power connection state, the rotational power of the main shaft 60 driven by the engine 7 is normally transmitted to the pump shaft 62 via the planetary gear mechanism 81. Here, when the rotational power (engine load) of the main shaft 60 is large with respect to the driving loads of the first and second hydraulic pumps 48 and 51, and there is an excessive engine load, the excessive rotational power is generated by the sun gear 83. And is transmitted to the ring gear 85 through the planetary gears 84 and from the ring gear 85 to the input / output shaft 87 via the relay gear 89. The motor generator 64 functions as a generator by the rotational power of the input / output shaft 87, and the battery 66 is charged via the inverter converter 65.

In the case where the relay clutch 91 is in the power connection state, when the motor generator 64 is driven as an electric motor using the power of the battery 66, the motor generator 64 is driven separately from the rotational power of the main shaft 60 driven by the engine 7. Thus, the input / output shaft 87 is rotationally driven, and the rotational power of the input / output shaft 87 is transmitted from the relay gear 89 to the ring gear 85. Accordingly, the rotational power of the main drive shaft 60 and the rotational power of the input / output shaft 87 are transmitted to the planetary gear mechanism 81, and the combined power thereof is transmitted to the pump shaft 62. That is, when the engine 7 alone cannot handle the driving loads of the first and second hydraulic pumps 48 and 51, the motor generator 64 is driven as an electric motor to compensate for the shortage of power (driving the engine 7). Assist).

  If both clutches 90 and 91 are in a power cut-off state (neutral), the motor generator 64 does not contribute to power transmission and reception, and the planetary gear mechanism 81 and the pump shaft 62 are driven by the rotational power of the main drive shaft 60 (of the engine 7). Rotation is driven only by driving force. Further, while the engine 7 is being driven, the battery 66 is constantly charged via the converter 68 by the generator action of the alternator 137.

(5). Aspects of Mode Switching Control in Hybrid Engine Device Next, modes of mode switching control in the hybrid engine device will be described with reference to FIGS. 11 and 12. As described above, ECU 101 executes mode switching control for determining whether to perform a charging mode in which motor generator 64 functions as a generator or an assist mode in which motor generator 64 functions as an electric motor.

  In this case, as shown in FIG. 12, the ECU 101 estimates the PM accumulation amount in the DPF 150 based on the detection result from the differential pressure sensor 168 (S01). If the PM accumulation amount (estimated result) is less than the previous value (for example, 6 g / l) (S02: normal), the normal time map shown in FIG. 11A is selected and read from the three types of mode maps MM. (S03). If the PM deposition amount is not less than the previous value (for example, 6 g / l) and less than the limit value (for example, 8 g / l) (S02: immediately before), the immediately before regeneration map MM2 shown in FIG. 11B is selected and read (S04). ). If the PM accumulation amount is not less than a limit value (for example, 8 g / l) (S02: regeneration), the regeneration time map MM3 shown in FIG. 11C is selected and read (S05).

  After selecting one of the three types of mode maps MM, the detected value of the engine rotational speed sensor 104 (current rotational speed N1), the detected value of the throttle position sensor 106, and the battery detected by the remaining amount detector 69 The remaining amount SC1 is read (S06). Next, the current torque T1 is calculated from the current rotational speed N1 and the throttle position, and the current engine load factor LF1 is calculated using the current rotational speed N1 and torque T1 and the output characteristic map PM (S07).

  Then, with reference to the previously selected mode map MM, it is determined which mode region the relationship between the engine load factor LF1 and the remaining battery level SC1 belongs to (S08). If it belongs to the charge mode area (S08: charge), the process proceeds to step S09, the clutch cylinder 67 is driven to force the forced power generation clutch 90 into a power connection state, and the motor generator 64 functions as a generator (charge mode is changed). Run). If it belongs to the assist mode (S08: assist), the process proceeds to step S10, the clutch cylinder 67 is driven to put the relay clutch 91 in the power connection state, and the motor generator 64 is driven by the electric power of the battery 66. (Assist mode is executed). If it belongs to the engine single mode (S08: engine single), the process proceeds to step S11 and the clutch cylinder 67 is driven to put the relay clutch 91 in the power connected state, or both the clutches 90 and 91 are put in the power cut off state. The hydraulic pumps 48, 51, etc. are operated only by the driving force of the engine 7 (engine single mode is executed).

(6). Mode of Load Control at Low Speed in Hybrid Engine Device Next, load control at low speed in the hybrid engine device will be described with reference to FIG. The ECU 101 is a low-speed load that assists the driving force of the engine 7 by the motor action of the motor generator 64 when the engine speed N decreases due to an increase in the engine load when the engine 7 rotates at a low speed regardless of the mode being executed. Execute control.

In this case, as shown in FIG. 13, the ECU 101 reads the detected value of the engine speed sensor 104 (current rotational speed N2) and the detected value of the throttle position sensor 106 (S21), and the current rotational speed N2 is a predetermined value. If it is below (low speed rotation range) (S22: YES), the first hydraulic pressure value S1 detected by the first hydraulic pressure sensor 169 and the second hydraulic pressure value S2 detected by the second hydraulic pressure sensor 122 are read at appropriate intervals. (S23). Then, regarding the first hydraulic pressure sensor 169, the hydraulic pressure change rate ΔS1 on the first hydraulic pump 48 side is calculated from the first hydraulic pressure value S1 (1) read earlier and the first hydraulic pressure value S1 (2) read later. At the same time, with respect to the second hydraulic pressure sensor 170, the hydraulic pressure change rate ΔS2 on the second hydraulic pump 51 side is calculated from the second hydraulic pressure value S2 (1) read earlier and the second hydraulic pressure value S2 (2) read later. (S24).

  Here, the hydraulic pressure change rates ΔS1, ΔS2 are the difference between the previous hydraulic pressure values S1 (1), S2 (1) and the subsequent hydraulic pressure values S1 (2), S2 (2). ), Expressed as a percentage of the value divided by S2 (1). That is, ΔS1 = {S1 (1) −S1 (2)} / S1 (1) × 100 and ΔS2 = {S2 (1) −S2 (2)} / S2 (1) × 100.

  Next, it is determined whether or not at least one of the hydraulic pressure change rates ΔS1 and ΔS2 is equal to or higher than a set change rate ΔS0 (predetermined value) (S25). The set change rate ΔS0 is stored in advance in the storage unit of the ECU 101 or the like. If at least one of the hydraulic pressure change rates ΔS1 and ΔS2 is equal to or greater than the set change rate ΔS0 (S25: YES), the engine load increases and the rotational speed N decreases during the low speed rotation of the engine 7, so that The output torque of the engine 7 cannot follow the load increase of the first and second hydraulic pumps 48 and 51, and the engine torque becomes insufficient, causing black smoke to be knocked or engine stalled.

  Therefore, in this case, after the relay clutch 91 is in a power connection state, the motor generator 64 is driven as an electric motor using the power of the battery 66 (S26). Then, the auxiliary torque ΔT (torque shortage) corresponding to the difference between the correction torque line Tmod and the maximum torque line Tmx in the output characteristic map PM is compensated (the drive of the engine 7 is assisted), and the engine 7 rotates at low speed. This is the same state as when the fuel injection amount in the region is increased. As a result, a decrease in the output torque of the engine 7 can be prevented, a further decrease in the rotational speed N caused by the torque shortage can be eliminated, black smoke and knocking can be prevented, and the possibility of engine stall can be suppressed.

  Next, the current rotational speed N3 is detected and read by the engine rotational speed sensor 104 (S27), and it is determined whether or not the current rotational speed N3 has returned to the previous rotational speed N2 (S28). If the current rotation speed N3 has returned to the previous rotation speed N2 (S28: YES), the power supply from the battery 66 to the motor generator 64 is stopped (S29). In step S29, the clutch cylinder 67 may be driven to put both clutches 90 and 91 in a power cut-off state. In the embodiment, for example, the detection timing of the load increase due to the hydraulic pressure or the like can be grasped by the hydraulic pressure change rates ΔS1, ΔS2 of the hydraulic oil from the first and second hydraulic pumps 48, 51. For this reason, it is possible to make a quicker determination than when the detection timing is measured based on the rotational speed N of the engine 7, and the time required for determining whether the motor generator 64 needs to apply the auxiliary force can be shortened.

(7). Summary As is apparent from the above description and FIG. 5, the motor generator 64 includes an engine 7, a motor generator 64 that functions as a generator and an electric motor, and a battery 66 connected to the motor generator 64. In the hybrid engine device configured to be capable of assisting the driving force of the engine 7 by the action of the electric motor 64, an alternator 137 driven by the engine 7 is connected to the battery 66 separately from the motor generator 64, Since the battery 66 can be charged from both the motor generator 64 and the alternator 137, and both the motor generator 64 and the alternator 137 are assembled into the engine 7 as a unit, it is separated from the engine. Motor Compared to a conventional hybrid engine device provided with a generator, the overall hybrid engine device can be greatly reduced in size. As a result, it contributes to the downsizing of the work vehicle equipped with the hybrid engine device of the present application. Since the alternator 137 dedicated to power generation also exists separately from the motor generator 64, the driving force of the motor generator 64 can be reliably used as an auxiliary force with respect to the driving force of the engine 7 without worrying about the remaining battery level. Can be granted. It is possible to obtain the optimum output characteristic according to the situation by accurately applying the auxiliary force of the motor generator 64 to the output characteristic of the engine 7.

  As apparent from the above description and FIG. 13, when the engine speed N decreases due to an increase in engine load when the engine 7 rotates at low speed, the driving force of the engine 7 is assisted by the motor action of the motor generator 64. Thus, even if the engine load increases during low-speed rotation of the engine 7 due to, for example, hydraulic pressure, the output torque of the engine 7 can be prevented from being lowered by the motor action of the motor generator 64. . Therefore, further reduction of the engine rotation speed N due to insufficient torque can be eliminated, black smoke and knocking can be prevented, and the possibility of engine stall can be suppressed.

  As is clear from the above description and FIG. 13, when the hydraulic pressure change rates ΔS1, ΔS2 of the hydraulic oil supplied from the hydraulic power sources 48, 51 driven by the driving force of the engine 7 are equal to or greater than a predetermined value ΔS0, Since the driving force of the engine 7 is assisted by the motor action of the motor generator 64, for example, the detection timing of the load increase due to the hydraulic pressure or the like is used as the rate of change in hydraulic oil pressure from the hydraulic sources 48 and 51. It can be grasped by ΔS1 and ΔS2. Therefore, it is possible to make a determination faster than when the detection timing is measured based on the engine rotation speed N, and the time required to determine whether the motor generator 64 needs to apply the auxiliary force can be shortened.

  As is clear from the above description and FIGS. 11 and 12, the engine 7, a motor generator 64 that functions as a generator and an electric motor, and a battery 66 connected to the motor generator 64, The hybrid type is configured such that the driving force of the engine 7 can be assisted by the motor action of the motor generator 64 and the battery 66 can be charged by the generator action of the motor generator 64 by the driving force of the engine 7. The engine device includes an exhaust gas purification device 150 that purifies exhaust gas from the engine 7, and includes a plurality of control patterns MM that indicate the relationship between the engine load, the remaining battery level SC, and whether or not the regeneration of the exhaust gas purification device 150 is necessary. And select the mode based on the selected control pattern MM. Since it is determined whether the assist mode for driving the generator 64 as an electric motor or the charging mode for driving as a generator is selected, a conventional intake throttle device or exhaust throttle device is used to raise the exhaust gas temperature. There is no need to provide the engine 7 and the number of parts related to the engine 7 can be reduced (contributing to the reduction of the manufacturing cost or preventing the deterioration of the fuel consumption due to the increase of intake / exhaust loss). The motor generator 64 is driven as an electric motor to assist the driving force of the engine 7 or is driven as a generator to charge the battery 66 accurately according to whether or not the battery 66 is necessary. You can.

  As apparent from the above description and FIGS. 11 and 12, in the regeneration control pattern MM3 corresponding to the regeneration of the exhaust gas purifying device 150, the region where the engine load is low occupies the region of the charging mode. Even when the engine load is low, not only can the engine load be increased to raise the temperature of the exhaust gas but also the battery 66 can be actively charged by the generator action of the motor generator 64.

  As is apparent from the above description and FIGS. 11 and 12, the normal control pattern MM1 corresponding to the normal time and the immediately preceding control pattern MM2 corresponding to the time immediately before the regeneration of the exhaust gas purifying device 150 are used. Since the area of the charging mode of the pattern MM2 is set narrower on the side where the remaining battery capacity SC is closer to zero than that of the normal control pattern MM1, the exhaust gas purification device 150 is positively activated immediately before the regeneration. Electric power can be consumed, and sufficient time can be secured for driving the motor generator 64 as a generator during the subsequent regeneration operation.

(8). Others The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, the engine to which the present invention is applied is not limited to a diesel engine, and may be a gas engine or a gasoline engine. Further, the present invention can be applied not only to the engine mounted on the backhoe 1 but also to a hybrid engine device mounted on a farm work machine, a special work vehicle such as a civil engineering construction, an automobile, or a generator. In addition, the configuration of each unit is not limited to the illustrated embodiment, and various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Backhoe as a working vehicle 2 Traveling apparatus 7 Engine 10 Working part 40 Hydraulic circuit 48 1st hydraulic pump 51 2nd hydraulic pump 60 Main shaft 61 Power distribution mechanism 62 Pump shaft 63 Switching clutch mechanism 64 Motor generator 66 Battery 81 Planetary gear mechanism 87 I / O shaft 101 ECU
110 Switching clutch solenoid valve 137 Alternator 150 DPF
168 Differential pressure sensor 169 First hydraulic pressure sensor 170 Second hydraulic pressure sensor

Claims (3)

  1. A hybrid comprising an engine, a motor generator functioning as a generator and an electric motor, and a battery connected to the motor generator, wherein the driving force of the engine can be assisted by the electric motor action of the motor generator by the electric power of the battery In the engine system
    Separately from the motor generator, an alternator driven by the engine is connected to the battery so that the battery can be charged from both the motor generator and the alternator, and both the motor generator and the alternator are Assembled into the engine as a unit,
    Hybrid engine device.
  2. When the engine rotation speed decreases due to an increase in engine load during low-speed rotation of the engine, it is configured to assist the driving force of the engine by the motor action of the motor generator.
    The hybrid engine device according to claim 1.
  3. When the change rate of hydraulic oil supplied from a hydraulic source driven by the driving force of the engine is equal to or higher than a predetermined value, the driving force of the engine is assisted by the motor action of the motor generator. ,
    The hybrid engine device according to claim 2.
JP2014059118A 2014-03-20 2014-03-20 Hybrid engine device Active JP6158127B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2014059118A JP6158127B2 (en) 2014-03-20 2014-03-20 Hybrid engine device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2014059118A JP6158127B2 (en) 2014-03-20 2014-03-20 Hybrid engine device

Publications (2)

Publication Number Publication Date
JP2015182512A true JP2015182512A (en) 2015-10-22
JP6158127B2 JP6158127B2 (en) 2017-07-05

Family

ID=54349574

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2014059118A Active JP6158127B2 (en) 2014-03-20 2014-03-20 Hybrid engine device

Country Status (1)

Country Link
JP (1) JP6158127B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3421837A1 (en) 2017-06-30 2019-01-02 Kubota Corporation Belt tensioning device for industrial hybrid engine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001173024A (en) * 1999-12-17 2001-06-26 Shin Caterpillar Mitsubishi Ltd Hybrid system for construction machine
JP2001233071A (en) * 2000-02-28 2001-08-28 Suzuki Motor Corp Motor assist device for vehicle
JP2007230476A (en) * 2006-03-03 2007-09-13 Nissan Motor Co Ltd Exhaust gas purification system for hybrid vehicle
JP2007230409A (en) * 2006-03-02 2007-09-13 Nissan Motor Co Ltd Exhaust gas purification system for hybrid vehicle
WO2012046788A1 (en) * 2010-10-06 2012-04-12 住友重機械工業株式会社 Hybrid working machine
JP2013203234A (en) * 2012-03-28 2013-10-07 Kubota Corp Hybrid working vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001173024A (en) * 1999-12-17 2001-06-26 Shin Caterpillar Mitsubishi Ltd Hybrid system for construction machine
JP2001233071A (en) * 2000-02-28 2001-08-28 Suzuki Motor Corp Motor assist device for vehicle
JP2007230409A (en) * 2006-03-02 2007-09-13 Nissan Motor Co Ltd Exhaust gas purification system for hybrid vehicle
JP2007230476A (en) * 2006-03-03 2007-09-13 Nissan Motor Co Ltd Exhaust gas purification system for hybrid vehicle
WO2012046788A1 (en) * 2010-10-06 2012-04-12 住友重機械工業株式会社 Hybrid working machine
JP2013203234A (en) * 2012-03-28 2013-10-07 Kubota Corp Hybrid working vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3421837A1 (en) 2017-06-30 2019-01-02 Kubota Corporation Belt tensioning device for industrial hybrid engine

Also Published As

Publication number Publication date
JP6158127B2 (en) 2017-07-05

Similar Documents

Publication Publication Date Title
JP5584882B2 (en) Exhaust gas purification system for work vehicles
JP5324952B2 (en) Engine equipment
EP2270284B1 (en) Working machine
JP5839784B2 (en) Exhaust gas purification system
JP5122896B2 (en) Exhaust gas purification system for construction machinery
KR100741249B1 (en) Motor control device of hybrid vehicle
US9944168B2 (en) Industrial vehicle
JP4177863B2 (en) Control device for vehicle engine
JP5235229B2 (en) Particulate removal filter regeneration control device and regeneration control method therefor
KR101666006B1 (en) Engine device
KR101907727B1 (en) Construction machine
CN104395539B (en) hydraulic working machine
JP2010121466A (en) Exhaust gas purification system for working machine
KR101770427B1 (en) Hybrid type working machine
DE102011104919A1 (en) Powertrain for vehicle e.g. industrial lorry, has hydraulic machine formed by two hydraulic motors, where input side of one of motors is connected with pressure reservoir, and output side of motor is connected with container
JP2008196315A (en) Diesel engine
JP4121016B2 (en) Engine control device
US9010094B2 (en) Engine control system and method for initiating a diesel particulate filter regeneration
KR20140039198A (en) Hydraulic machine
CN103180521B (en) Power transmission device
JP4990860B2 (en) Engine control system for work equipment
JP2004150307A (en) Controller of engine
US8613192B2 (en) Exhaust gas purifier
JP4017073B2 (en) Engine speed control device for work machines
US9175456B2 (en) Hydraulic control device for working vehicle

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20160322

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20161026

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20161216

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20170531

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20170607

R150 Certificate of patent or registration of utility model

Ref document number: 6158127

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250