JP2017094985A - Hybrid vehicle and method for controlling the same - Google Patents

Hybrid vehicle and method for controlling the same Download PDF

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JP2017094985A
JP2017094985A JP2015230480A JP2015230480A JP2017094985A JP 2017094985 A JP2017094985 A JP 2017094985A JP 2015230480 A JP2015230480 A JP 2015230480A JP 2015230480 A JP2015230480 A JP 2015230480A JP 2017094985 A JP2017094985 A JP 2017094985A
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hybrid vehicle
motor generator
exhaust gas
temperature
reduction catalyst
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JP6593129B2 (en
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憲仁 岩田
Norihito Iwata
憲仁 岩田
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Isuzu Motors Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle that can improve a purification rate of NOx while minimizing deterioration of fuel economy, and to provide a method for controlling the same.SOLUTION: When temperature of SCR catalyst 44 substituted by a measurement value of an exhaust gas temperature sensor 93 becomes lower than a predetermined threshold temperature during accelerating or steady driving of HEV, a control device 80 controls a motor generator 31 to start generating electrical power.SELECTED DRAWING: Figure 1

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、燃費悪化を最小に抑制しつつ、ＮＯｘの浄化率を向上す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 the NOx purification rate while minimizing deterioration in fuel consumption.

近年、燃費向上及び環境対策などの観点から、車両の運転状態に応じて複合的に制御されるエンジン及びモータージェネレーターを有するハイブリッドシステムを備えたハイブリッド車両（以下「ＨＥＶ」という。）が注目されている。このＨＥＶにおいては、車両の加速時や発進時には、モータージェネレーターによる駆動力のアシストが行われる一方で、慣性走行時や制動時にはモータージェネレーターによる回生発電が行われる（例えば、特許文献１を参照）。   In recent years, a hybrid vehicle (hereinafter referred to as “HEV”) including a hybrid system having an engine and a motor generator that are controlled in combination according to the driving state of the vehicle has attracted attention from the viewpoint of improving fuel efficiency and environmental measures. Yes. In the HEV, when the vehicle is accelerated or started, the driving force is assisted by the motor generator, while regenerative power generation is performed by the motor generator during inertia traveling or braking (see, for example, Patent Document 1).

このＨＥＶのエンジンにディーゼルエンジンを用いる場合には、排ガスに含有される粒子状物質（ＰＭ）や窒素酸化物（ＮＯｘ）などの有害物質を除去する排ガス浄化システムが必要となる。前者のＰＭについては、セラミックス製のハニカム状多孔体のフィルターによりＰＭを捕集するＰＭ捕集フィルターが主に用いられている。また、後者のＮＯｘについては、尿素水と選択還元型触媒（以下、「ＳＣＲ触媒」という。）とを用いる尿素ＳＣＲシステムが注目されている（例えば、特許文献２を参照）。   When a diesel engine is used for this HEV engine, an exhaust gas purification system for removing harmful substances such as particulate matter (PM) and nitrogen oxide (NOx) contained in the exhaust gas is required. As for the former PM, a PM collection filter for collecting PM by a ceramic honeycomb porous filter is mainly used. As for the latter NOx, a urea SCR system using urea water and a selective reduction catalyst (hereinafter referred to as “SCR catalyst”) has attracted attention (see, for example, Patent Document 2).

この尿素ＳＣＲシステムは、排ガス中に噴射されて加熱された尿素水が加水分解して生じたアンモニア（ＮＨ3）を、ＳＣＲ触媒の存在下で還元剤として作用させるＳＣＲ反応により排ガス中のＮＯｘを浄化するものである。 In this urea SCR system, ammonia (NH 3 ) generated by hydrolysis of urea water injected and heated in exhaust gas is converted into NOx in the exhaust gas by an SCR reaction that acts as a reducing agent in the presence of the SCR catalyst. It is something to purify.

しかし、上記のＳＣＲ触媒は、触媒温度が低温（例えば、活性化温度未満）になると、ＮＯｘの浄化率が低下するため、排ガス中のＮＯｘの大部分が浄化されずに大気中に放出されるおそれがある。   However, since the SCR catalyst has a low NOx purification rate when the catalyst temperature becomes low (for example, below the activation temperature), most of the NOx in the exhaust gas is released into the atmosphere without being purified. There is a fear.

ここで、一般にディーゼルエンジンにおいては、ＮＯｘの発生量の減少と燃費とはトレードオフの関係にあることが知られている。そのため、上記のようなＳＣＲ触媒におけるＮＯｘの浄化率の低下に応じて、ディーゼルエンジンのＮＯｘの発生量を減少させようとすると、燃費が悪化してしまうことになる。   Here, it is generally known that in a diesel engine, a reduction in the amount of NOx generated and fuel consumption are in a trade-off relationship. Therefore, if an attempt is made to reduce the amount of NOx generated in the diesel engine in accordance with the decrease in the NOx purification rate in the SCR catalyst as described above, the fuel efficiency will be deteriorated.

特開２００２−２３８１０５号公報JP 2002-238105 A 特開２００１−３７００８号公報JP 2001-37008 A

本発明の目的は、燃費悪化を最小に抑制しつつ、ＮＯｘの浄化率を向上す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 thereof that can improve the NOx purification rate while minimizing deterioration of fuel consumption.

上記の目的を達成する本発明のハイブリッド車両は、エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、前記エンジンの排ガスが流れる排気通路に上流側から順に介設された尿素水を供給する噴射ノズル及び選択還元型触媒を有する排ガス浄化システムと、制御装置と、を備えたハイブリッド車両において、前記制御装置は、前記ハイブリッド車両が加速時又は定常走行時であるときに、前記選択還元型触媒の温度が予め設定されたしきい温度未満となった場合には、前記モータージェネレーターに発電を開始させる制御を行うことを特徴とするものである。   The hybrid vehicle of the present invention that achieves the above-described object is provided with a hybrid system having a motor generator connected to an output shaft that transmits engine power, and an exhaust passage through which exhaust gas of the engine flows in order from the upstream side. In a hybrid vehicle including an exhaust gas purification system having an injection nozzle for supplying urea water and a selective reduction catalyst, and a control device, the control device is configured such that when the hybrid vehicle is in acceleration or steady running, When the temperature of the selective catalytic reduction catalyst becomes lower than a preset threshold temperature, the motor generator is controlled to start power generation.

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、エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、前記エンジンの排ガスが流れる排気通路に上流側から順に介設された尿素水を供給する噴射ノズル及び選択還元型触媒を有する排ガス浄化システムと、を備えたハイブリッド車両の制御方法であって、前記ハイブリッド車両が加速時又は定常走行時であるときに、前記選択還元型触媒の温度が予め設定されたしきい温度未満となった場合には、前記モータージェネレーターによる発電を開始することを特徴とするものである。   In addition, the hybrid vehicle control method of the present invention that achieves the above object includes a hybrid system having a motor generator connected to an output shaft that transmits engine power, and an exhaust passage through which exhaust gas from the engine flows from upstream. A control method for a hybrid vehicle comprising an injection nozzle for sequentially supplying urea water and an exhaust gas purification system having a selective reduction catalyst, wherein the hybrid vehicle is in acceleration or steady running When the temperature of the selective catalytic reduction catalyst becomes lower than a preset threshold temperature, power generation by the motor generator is started.

本発明のハイブリッド車両及びその制御方法によれば、モータージェネレーターからエンジンに発電による負荷が加わるので、排ガスの温度が上昇して選択還元型触媒の温度が高温になるため、ＮＯｘの浄化率を向上することができる。また、エンジンへの負荷上昇により消費されたエネルギーは、モータージェネレーターの発電により回収されるため、燃費悪化を最小に抑制することが可能となる。   According to the hybrid vehicle and the control method thereof of the present invention, since a load due to power generation is applied from the motor generator to the engine, the temperature of the exhaust gas increases and the temperature of the selective catalytic reduction catalyst becomes high, thereby improving the NOx purification rate. can do. Further, since the energy consumed by the load increase on the engine is recovered by the power generation of the motor generator, it is possible to suppress the deterioration of the fuel consumption to the minimum.

本発明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 embodiment of this invention.

このハイブリッド車両（以下「ＨＥＶ」という。）は、普通乗用車のみならず、バスやトラックなどを含む車両であり、車両の運転状態に応じて複合的に制御されるディーゼルエンジン１０及びモータージェネレーター３１を有するハイブリッドシステム３０を備えている。   This hybrid vehicle (hereinafter referred to as “HEV”) is a vehicle including not only a normal passenger car but also a bus, a truck, etc., and includes a diesel engine 10 and a motor generator 31 that are controlled in combination according to the driving state of the vehicle. The hybrid system 30 is provided.

ディーゼルエンジン１０においては、エンジン本体１１に形成された複数（この例では４個）の気筒１２内における燃料の燃焼により発生した熱エネルギーにより、クランクシャフト１３が回転駆動される。このクランクシャフト１３の回転動力は、クランクシャフト１３の一端部に接続するクラッチ１４（例えば、湿式多板クラッチなど）を通じてトランスミッション２０に伝達される。   In the diesel engine 10, the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine body 11. The rotational power of the crankshaft 13 is transmitted to the transmission 20 through a clutch 14 (for example, a wet multi-plate clutch) connected to one end of the crankshaft 13.

トランスミッション２０には、ＨＥＶの運転状態と予め設定されたマップデータとに基づいて決定された目標変速段へ、変速用アクチュエーター２１を用いて自動的に変速するＡＭＴ又はＡＴが用いられている。なお、トランスミッション２０は、ＡＭＴのような自動変速式に限るものではなく、ドライバーが手動で変速するマニュアル式であってもよい。   The transmission 20 uses an AMT or an AT that automatically shifts to a target shift speed determined based on the HEV operating state and preset map data using the shift actuator 21. The transmission 20 is not limited to an automatic transmission type such as AMT, and may be a manual type in which a driver manually changes gears.

トランスミッション２０で変速された回転動力は、プロペラシャフト２２を通じてデファレンシャル２３に伝達され、一対の駆動輪２４にそれぞれ駆動力として分配される。   The rotational power changed by the transmission 20 is transmitted to the differential 23 through the propeller shaft 22 and distributed to each of the pair of drive wheels 24 as drive power.

ハイブリッドシステム３０は、モータージェネレーター３１と、そのモータージェネレーター３１に順に電気的に接続するインバーター３５、高電圧バッテリー３２、ＤＣ／ＤＣコンバーター３３及び低電圧バッテリー３４とを有している。   The hybrid system 30 includes a motor generator 31, an inverter 35, a high voltage battery 32, a DC / DC converter 33, and a low voltage battery 34 that are electrically connected to the motor generator 31 in order.

高電圧バッテリー３２としては、リチウムイオンバッテリーやニッケル水素バッテリーなどが好ましく例示される。また、低電圧バッテリー３４には鉛バッテリーが用いられる。   Preferred examples of the high voltage battery 32 include a lithium ion battery and a nickel metal hydride battery. The low voltage battery 34 is a lead battery.

ＤＣ／ＤＣコンバーター３３は、高電圧バッテリー３２と低電圧バッテリー３４との間における充放電の方向及び出力電圧を制御する機能を有している。また、低電圧バッテリー３４は、各種の車両電装品３６に電力を供給する。   The DC / DC converter 33 has a function of controlling the charge / discharge direction and the output voltage between the high voltage battery 32 and the low voltage battery 34. The low voltage battery 34 supplies power to various vehicle electrical components 36.

このハイブリッドシステム３０における種々のパラメータ、例えば、電流値、電圧値やＳＯＣなどは、ＢＭＳ３９により検出される。   Various parameters in the hybrid system 30 such as a current value, a voltage value, and an SOC are detected by the BMS 39.

モータージェネレーター３１は、回転軸３７に取り付けられた第１プーリー１５とエンジン本体１１の出力軸であるクランクシャフト１３の他端部に取り付けられた第２プーリー１６との間に掛け回された無端状のベルト状部材１７を介して、ディーゼルエンジン１０との間で動力を伝達する。なお、２つのプーリー１５、１６及びベルト状部材１７の代わりに、ギヤボックスなどを用いて動力を伝達することもできる。また、モータージェネレーター３１に接続するエンジン本体１１の出力軸は、クランクシャフト１３に限るものではなく、例えばエンジン本体１１とトランスミッション２０との間の伝達軸やプロペラシャフト２２であっても良い。   The motor generator 31 is an endless shape wound around a first pulley 15 attached to the rotating shaft 37 and a second pulley 16 attached to the other end of the crankshaft 13 which is an output shaft of the engine body 11. Power is transmitted to and from the diesel engine 10 via the belt-shaped member 17. Note that power can be transmitted using a gear box or the like instead of the two pulleys 15 and 16 and the belt-like member 17. Further, the output shaft of the engine main body 11 connected to the motor generator 31 is not limited to the crankshaft 13, and may be a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20, for example.

このモータージェネレーター３１は、エンジン本体１１を始動するスターターモーター（図示せず）の代わりに、クランキングを行う機能も有している。   The motor generator 31 has a function of cranking instead of a starter motor (not shown) that starts the engine body 11.

排ガス浄化システム４０は、排気通路４１に介設された太径の触媒コンバーター４２と、その触媒コンバーター４２の上流側の排気通路４１に設置された尿素水の噴射ノズル４３とを有している。触媒コンバーター４２内にはＳＣＲ触媒４４が格納されている。なお、排ガス浄化システム４０においては、ＮＨ3スリップを防止するために、触媒コンバーター４２の下流側の排気通路４１に酸化触媒（図示せず）を設ける場合もある。 The exhaust gas purification system 40 includes a large-diameter catalytic converter 42 interposed in the exhaust passage 41 and a urea water injection nozzle 43 installed in the exhaust passage 41 on the upstream side of the catalytic converter 42. An SCR catalyst 44 is stored in the catalytic converter 42. In the exhaust gas purification system 40, an oxidation catalyst (not shown) may be provided in the exhaust passage 41 on the downstream side of the catalytic converter 42 in order to prevent NH 3 slip.

ＳＣＲ触媒４４は、コージェライトや酸化アルミニウムや酸化チタン等で形成されるハニカム構造等の担体に、鉄イオン交換アルミノシリケートや銅イオン交換アルミノシリケートなどのゼオライト触媒を担持して形成される。   The SCR catalyst 44 is formed by supporting a zeolite catalyst such as iron ion exchange aluminosilicate or copper ion exchange aluminosilicate on a carrier having a honeycomb structure formed of cordierite, aluminum oxide, titanium oxide or the like.

触媒コンバーター４２の入口近傍には、ＳＣＲ触媒４４に流入する排ガス４５の温度を測定する排ガス温度センサ９３が設けられている。この排ガス温度センサ９３の検出値は、直接的な測定が困難であるＳＣＲ触媒４４の温度を代用するものとして扱うことができる。   An exhaust gas temperature sensor 93 that measures the temperature of the exhaust gas 45 flowing into the SCR catalyst 44 is provided in the vicinity of the inlet of the catalytic converter 42. The detected value of the exhaust gas temperature sensor 93 can be treated as a substitute for the temperature of the SCR catalyst 44, which is difficult to measure directly.

これらのディーゼルエンジン１０、ハイブリッドシステム３０及び排ガス浄化システム４０は、制御装置８０により制御される。   These diesel engine 10, hybrid system 30 and exhaust gas purification system 40 are controlled by a control device 80.

ハイブリッドシステム３０については、ＨＥＶの発進時や加速時には、ハイブリッドシステム３０は高電圧バッテリー３２から電力を供給されたモータージェネレーター３１により駆動力の少なくとも一部をアシストする一方で、慣性走行時や制動時においては、モータージェネレーター３１による回生発電を行い、余剰の運動エネルギーを電力に変換して高電圧バッテリー３２を充電する。   With respect to the hybrid system 30, when the HEV starts or accelerates, the hybrid system 30 assists at least part of the driving force by the motor generator 31 supplied with power from the high-voltage battery 32, while at the time of inertia traveling or braking. , The regenerative power generation by the motor generator 31 is performed, the surplus kinetic energy is converted into electric power, and the high voltage battery 32 is charged.

また、排ガス浄化システム４０については、ディーゼルエンジン１０の運転状態に応じて、噴射ノズル４３から適量の尿素水を噴射する。   Further, with respect to the exhaust gas purification system 40, an appropriate amount of urea water is injected from the injection nozzle 43 in accordance with the operation state of the diesel engine 10.

このようなＨＥＶにおいて、制御装置８０は、ＨＥＶが加速時又は定常走行時であるときに、排ガス温度センサ９３の検出値で代用されるＳＣＲ触媒４４の温度が予め設定されたしきい温度Ｔ未満となった場合には、ハブリッドシステム３０を通じてモータージェネレーター３１に発電を開始させる制御を行う。   In such HEV, the controller 80 determines that the temperature of the SCR catalyst 44 that is substituted by the detected value of the exhaust gas temperature sensor 93 is less than a preset threshold temperature T when the HEV is accelerating or steady running. If it becomes, the motor generator 31 is controlled to start power generation through the hybrid system 30.

ここで「加速時又は定常走行時」とは、気筒１２への燃料噴射が定常的又は増加的に行われている状態を指すものとする。また、予め設定されたしきい温度Ｔとしては、ＳＣＲ触媒４４の活性化温度の下限値（例えば、約１５０〜２００℃）が例示される。   Here, “acceleration or steady travel” refers to a state in which fuel injection into the cylinder 12 is performed constantly or incrementally. Moreover, as the preset threshold temperature T, the lower limit (for example, about 150-200 degreeC) of the activation temperature of the SCR catalyst 44 is illustrated.

このような制御を行うことにより、モータージェネレーター３１からディーゼルエンジン１０に発電による負荷が加わるので、排ガス４５の温度が上昇して、ＳＣＲ触媒４４の温度が高温になるため、ＮＯｘの浄化率を向上することができるのである。   By performing such control, a load due to power generation is applied from the motor generator 31 to the diesel engine 10, so that the temperature of the exhaust gas 45 rises and the temperature of the SCR catalyst 44 becomes high, thereby improving the NOx purification rate. It can be done.

また、ディーゼルエンジン１０への負荷上昇により消費されたエネルギーは、上述したようにモータージェネレーターの発電により回収されるため、燃費悪化を最小に抑制することが可能となる。   Moreover, since the energy consumed by the load increase to the diesel engine 10 is collect | recovered by the electric power generation of a motor generator as mentioned above, it becomes possible to suppress deterioration in fuel consumption to the minimum.

更には、排ガス４５の温度が上昇することにより、噴射ノズル４３から噴射された尿素水の加水分解の促進に寄与し、気相状態でＳＣＲ触媒４４に到達するようになることも、ＮＯｘの浄化率の向上に寄与する。   Furthermore, when the temperature of the exhaust gas 45 rises, it contributes to the promotion of hydrolysis of urea water injected from the injection nozzle 43 and reaches the SCR catalyst 44 in a gas phase state. It contributes to the improvement of the rate.

上記の制御におけるモータージェネレーター３１の発電により得られた電力は、高電圧バッテリー３２に充電される。そこで、高電圧バッテリー３２の劣化を防止する観点から、ＢＭＳ３９が検出したＳＯＣ値が予め設定された上限値Ｘに達したときには、モータージェネレーター３１の発電を停止する制御を行うことが望ましい。   The high voltage battery 32 is charged with the electric power obtained by the power generation of the motor generator 31 in the above control. Therefore, from the viewpoint of preventing deterioration of the high voltage battery 32, it is desirable to perform control to stop the power generation of the motor generator 31 when the SOC value detected by the BMS 39 reaches the preset upper limit value X.

この上限値Ｘは、通常は高電圧バッテリー３２の定格最大容量に対してＳＯＣ値が７０〜９０％となる状態である。   This upper limit value X is normally a state in which the SOC value is 70 to 90% with respect to the rated maximum capacity of the high voltage battery 32.

なお、高電圧バッテリー３２に充電された電力を、ＤＣ／ＤＣコンバーター３３を通じて低電圧バッテリー３４の充電に用いるようにすることで、高電圧バッテリー３２のＳＯＣ値を上限値Ｘ未満に維持する期間を延長するようにしても良い。   The power charged in the high voltage battery 32 is used for charging the low voltage battery 34 through the DC / DC converter 33, so that the SOC value of the high voltage battery 32 is maintained below the upper limit value X. It may be extended.

１０ ディーゼルエンジン
３０ ハイブリッドシステム
３１ モータージェネレーター
３２ 高電圧バッテリー
３３ ＤＣ／ＤＣコンバーター
４０ 排ガス浄化システム
４１ 排気通路
４２ 触媒コンバーター
４３ 噴射ノズル
４４ ＳＣＲ触媒
４５ 排ガス
８０ 制御装置
９３ 排ガス温度センサ DESCRIPTION OF SYMBOLS 10 Diesel engine 30 Hybrid system 31 Motor generator 32 High voltage battery 33 DC / DC converter 40 Exhaust gas purification system 41 Exhaust passage 42 Catalytic converter 43 Injection nozzle 44 SCR catalyst 45 Exhaust gas 80 Controller 93 Exhaust gas temperature sensor

Claims (4)

エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、前記エンジンの排ガスが流れる排気通路に上流側から順に介設された尿素水を供給する噴射ノズル及び選択還元型触媒を有する排ガス浄化システムと、制御装置と、を備えたハイブリッド車両において、
前記制御装置は、前記ハイブリッド車両が加速時又は定常走行時であるときに、前記選択還元型触媒の温度が予め設定されたしきい温度未満となった場合には、前記モータージェネレーターに発電を開始させる制御を行うように構成されていることを特徴とするハイブリッド車両。 A hybrid system having a motor generator connected to an output shaft for transmitting engine power, an injection nozzle for supplying urea water sequentially from an upstream side to an exhaust passage through which exhaust gas from the engine flows, and a selective reduction catalyst In a hybrid vehicle comprising an exhaust gas purification system having a control device,
When the hybrid vehicle is accelerating or steady running, and the temperature of the selective catalytic reduction catalyst is lower than a preset threshold temperature, the control device starts generating power to the motor generator. A hybrid vehicle characterized by being configured to perform control. 前記予め設定されたしきい温度が、前記選択還元型触媒の活性化温度の下限値である請求項１に記載のハイブリッド車両。   The hybrid vehicle according to claim 1, wherein the preset threshold temperature is a lower limit value of an activation temperature of the selective catalytic reduction catalyst. 前記ハイブリッドシステムは、前記モータージェネレーターと電気的に接続するバッテリーを有し、
前記制御装置は、前記モータージェネレーターに発電を開始させた後に、前記バッテリーの充電率が予め設定された上限値に達したときには、該モータージェネレーターの発電を停止する制御を行うように構成されている請求項１又は２に記載のハイブリッド車両。 The hybrid system has a battery that is electrically connected to the motor generator,
The control device is configured to perform control to stop the power generation of the motor generator when the charge rate of the battery reaches a preset upper limit value after the motor generator starts power generation. The hybrid vehicle according to claim 1 or 2. エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、前記エンジンの排ガスが流れる排気通路に上流側から順に介設された尿素水を供給する噴射ノズル及び選択還元型触媒を有する排ガス浄化システムと、を備えたハイブリッド車両の制御方法であって、
前記ハイブリッド車両が加速時又は定常走行時であるときに、前記選択還元型触媒の温度が予め設定されたしきい温度未満となった場合には、前記モータージェネレーターによる発電を開始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 having a motor generator connected to an output shaft for transmitting engine power, an injection nozzle for supplying urea water sequentially from an upstream side to an exhaust passage through which exhaust gas from the engine flows, and a selective reduction catalyst An exhaust gas purification system having a control method of a hybrid vehicle comprising:
When the hybrid vehicle is in acceleration or steady running, and the temperature of the selective catalytic reduction catalyst becomes lower than a preset threshold temperature, power generation by the motor generator is started. Method for controlling a hybrid vehicle.
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