JP6565634B2 - Hybrid vehicle and control method thereof - Google Patents

Hybrid vehicle and control method thereof Download PDF

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JP6565634B2
JP6565634B2 JP2015230481A JP2015230481A JP6565634B2 JP 6565634 B2 JP6565634 B2 JP 6565634B2 JP 2015230481 A JP2015230481 A JP 2015230481A JP 2015230481 A JP2015230481 A JP 2015230481A JP 6565634 B2 JP6565634 B2 JP 6565634B2
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engine
temperature
cooling water
motor generator
hybrid vehicle
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JP2017094986A (en
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憲仁 岩田
憲仁 岩田
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Isuzu Motors Ltd
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    • 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
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/16—Indicating devices; Other safety devices concerning coolant temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

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、エンジンの暖機時間を短縮できるとともに、排ガス中のＮＯｘ含有率を低下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 reduce the warm-up time of an engine and reduce the NOx content in exhaust gas.

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窒素酸化物（ＮＯｘ）を低減することを目的として、排ガスの一部を吸気に還流させることで、燃焼温度を低く抑えてＮＯｘの生成を抑制する排ガス再循環システム（ＥＧＲシステム）が装備される（例えば、特許文献２を参照）。   When a diesel engine is used for this HEV engine, a part of the exhaust gas is recirculated to the intake air for the purpose of reducing the nitrogen oxide (NOx) contained in the exhaust gas, thereby reducing the combustion temperature. An exhaust gas recirculation system (EGR system) that suppresses the generation of NOx is equipped (see, for example, Patent Document 2).

このＥＧＲシステムにおいては、気筒内での燃焼状態が悪化して排ガス中の不純物が増加することを防ぐため、排気側から吸気側へ延びるＥＧＲ通路の途中に水冷式のＥＧＲクーラーを設置して、排ガスの分流（ＥＧＲガス）を冷却して体積を減少させてから、吸気へ供給することが行われている。その一方で、ＥＧＲガスがＥＧＲクーラーにおいて過度に冷却されると、ＥＧＲガス中で結露した水分やタール状の未燃燃料が吸気へ流入して、気筒内での燃焼不良やエンジンの耐久性低下などを招くおそれがある。それ故、ＥＧＲシステムは、ＥＧＲクーラーの冷却に用いられる冷却水の温度が作動開始温度未満であるときは、作動しないようになっている。   In this EGR system, a water-cooled EGR cooler is installed in the middle of the EGR passage extending from the exhaust side to the intake side in order to prevent the combustion state in the cylinder from deteriorating and increasing impurities in the exhaust gas. After the exhaust gas diversion (EGR gas) is cooled to reduce the volume, it is supplied to the intake air. On the other hand, if the EGR gas is excessively cooled in the EGR cooler, moisture condensed in the EGR gas and unburned fuel in the form of tar flow into the intake air, resulting in poor combustion in the cylinder and reduced engine durability. There is a risk of inviting. Therefore, the EGR system does not operate when the temperature of the cooling water used for cooling the EGR cooler is lower than the operation start temperature.

そのため、ディーゼルエンジンの始動時において、エンジンの暖機時間が長くなると、ＥＧＲシステムの非作動時間も長くなるため、多量のＮＯｘが環境中へ放出されるおそれがある。   For this reason, when the diesel engine is started, if the warm-up time of the engine becomes long, the non-operation time of the EGR system also becomes long, so that a large amount of NOx may be released into the environment.

特開２００２−２３８１０５号公報JP 2002-238105 A 特開２００１−４１１１０号公報Japanese Patent Laid-Open No. 2001-41110

本発明の目的は、エンジンの暖機時間を短縮できるとともに、排ガス中のＮＯｘ含有率を減少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 that can shorten the warm-up time of the engine and reduce the NOx content in the exhaust gas, and a control method thereof.

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、前記エンジンの冷却水が循環するエンジン冷却システムと、前記冷却水の温度が予め設定された作動開始
温度になってときに作動するＥＧＲ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、前記エンジンの始動時に前記冷却水の温度が前記作動開始温度未満である場合には、スターターモーターに該エンジンのクランキングを行わせると同時に、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ものである。 The hybrid vehicle 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, an engine cooling system in which the cooling water of the engine circulates, and the cooling water In a hybrid vehicle including an EGR system that operates when a temperature reaches a preset operation start temperature, and a control device, the control device is configured such that the temperature of the cooling water is started when the engine is started. If it is lower than the temperature, at the same time to perform cranking of the engine starter motor, it is characterized in that it is configured to perform control to start power generation in the motor generator.

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、前記エンジンの冷却水が循環するエンジン冷却システムと、前記冷却水の温度が予め設定された作動開始温度になってときに作動するＥＧＲシステムと、を備えたハイブリッド車両の制御方法であって、前記エンジンの始動時に前記冷却水の温度が前記作動開始温度未満である場合には、スターターモーターに前記エンジンのクランキングを行わせると同時に、前記モータージェネレーターに発電を開始させ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 engine cooling system in which cooling water of the engine circulates. And an EGR system that operates when the temperature of the cooling water reaches a preset operation start temperature, wherein the temperature of the cooling water is the operation level when the engine is started. If it is below the starting temperature, at the same time to perform cranking of the engine to the starter motor, it is characterized in that to start power generation in the motor generator.

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、冷却水の温度上昇が促進されるため、エンジンの暖機時間を短縮できるとともに、ＥＧＲシステムの非作動時間の短縮により排ガス中のＮＯｘの含有率を減少することができる。   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 rise of the cooling water is promoted, so that the warm-up time of the engine can be shortened and the EGR system is not used. By shortening the operation time, the content of NOx in the exhaust gas can be reduced.

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.

以下に、本発明の実施の形態について、図面を参照して説明する。図１は、本発明の実施形態からなるハイブリッド車両を示す。   Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a hybrid vehicle according to an embodiment of the present 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 the pair of driving wheels 24 as driving force.

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.

ＥＧＲシステム５０は、排気通路４１から吸気通路５５へ延びるＥＧＲ通路５１と、そのＥＧＲ通路５１に介設された水冷式のＥＧＲクーラー５２及びＥＧＲバルブ５３とを備えている。   The EGR system 50 includes an EGR passage 51 that extends from the exhaust passage 41 to the intake passage 55, and a water-cooled EGR cooler 52 and an EGR valve 53 that are provided in the EGR passage 51.

エンジン本体１１の各気筒１２から排出された排ガス４５の一部は、ＥＧＲガス５４となってＥＧＲ通路５１に分流し、ＥＧＲクーラー５２で冷却されてＥＧＲバルブ５３で流量を調整された後に、吸気通路５５からエンジン本体１１へ循環される。   A part of the exhaust gas 45 discharged from each cylinder 12 of the engine body 11 becomes EGR gas 54 and is shunted to the EGR passage 51, cooled by the EGR cooler 52 and adjusted in flow rate by the EGR valve 53, It is circulated from the passage 55 to the engine body 11.

このＥＧＲシステム５０は、吸気６０への水分及び未燃燃料の侵入を防止するために、冷却水７１の温度が予め設定された作動開始温度Ｔ未満では作動しないようになっている。   The EGR system 50 is configured not to operate when the temperature of the cooling water 71 is lower than a preset operation start temperature T in order to prevent moisture and unburned fuel from entering the intake air 60.

エンジン冷却システム７０においては、エンジン本体１１を除熱した冷却水７１は、ラジエーター（図示せず）において車速風や冷却ファン（図示せず）の冷却風を利用した空冷により冷却された後に、ウォータポンプ７２によりエンジン本体１１へ強制循環される。   In the engine cooling system 70, the cooling water 71 that has removed the heat from the engine body 11 is cooled by air cooling using vehicle speed air or cooling air from a cooling fan (not shown) in a radiator (not shown), The pump 72 is forced to circulate to the engine body 11.

なお、エンジン本体１１へ強制循環された冷却水の一部は、ＥＧＲシステム５０のＥＧＲクーラー５２の冷却に用いられる。   A part of the cooling water forcedly circulated to the engine body 11 is used for cooling the EGR cooler 52 of the EGR system 50.

このエンジン冷却システム７０には、エンジン本体１１の出口近傍における冷却水７１の温度を検出する冷却水温度センサ９４が設けられている。   The engine cooling system 70 is provided with a cooling water temperature sensor 94 that detects the temperature of the cooling water 71 in the vicinity of the outlet of the engine body 11.

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ＥＧＲシステム５０は、制御装置８０により制御される。具体的には、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。また、ＥＧＲシステム５０については、ディーゼルエンジン１０の運転状態及び冷却水温度センサ９４の検出値に応じて、ＥＧＲバルブ５３の開度を調整する。   These diesel engine 10, hybrid system 30 and EGR system 50 are controlled by a control device 80. Specifically, at the time of HEV start or acceleration, the hybrid system 30 assists at least a 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. Performs regenerative power generation by the motor generator 31, converts surplus kinetic energy into electric power, and charges the high voltage battery 32. For the EGR system 50, the opening degree of the EGR valve 53 is adjusted according to the operating state of the diesel engine 10 and the detected value of the coolant temperature sensor 94.

このようなＨＥＶにおいて、制御装置８０は、エンジン本体１１の始動時に冷却水温度センサ９４の検出値が作動開始温度Ｔ未満である場合には、スターターモーターあるいはモータージェネレーター３１を用いてのエンジン本体１１のクランキングを行うと同時に、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, when the detected value of the coolant temperature sensor 94 is lower than the operation start temperature T when the engine main body 11 is started, the control device 80 uses the starter motor or the motor generator 31 for the engine main body 11. At the same time as the cranking, the motor generator 31 is controlled to start power generation through the hybrid system 30.

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、冷却水７１の温度上昇が促進される。そのため、エンジン本体１１の暖機時間を短縮できるとともに、冷却水７１が作動開始温度Ｔに到達する時間が短くなって、ＥＧＲシステムの非作動時間を短縮されるので、排ガス４５中に含有されるＮＯｘを減少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 cooling water 71 is increased. Therefore, the warm-up time of the engine body 11 can be shortened, and the time for the cooling water 71 to reach the operation start temperature T is shortened, so that the non-operation time of the EGR system is shortened. NOx can be reduced.

また、ディーゼルエンジン１０に加わる負荷により、排ガス４５の温度が上昇するので、排ガス処理システムにおける触媒（図示せず）の温度上昇が促進されて、排ガス４５の浄化率を向上することも可能である。   Further, since the temperature of the exhaust gas 45 rises due to the load applied to the diesel engine 10, the temperature rise of a catalyst (not shown) in the exhaust gas treatment system is promoted, and the purification rate of the exhaust gas 45 can be improved. .

上記の実施形態においては、ＥＧＲシステム５０の作動開始温度Ｔの比較対象として、エンジン本体１１の出口近傍における冷却水７１の温度を用いているが、これに限るものではなく、例えば、ＥＧＲクーラー５２に対して流入又は流出する冷却水７１の温度を用いるようにしても良い。   In the above embodiment, the temperature of the cooling water 71 in the vicinity of the outlet of the engine body 11 is used as a comparison target of the operation start temperature T of the EGR system 50. However, the present invention is not limited to this, and for example, the EGR cooler 52 Alternatively, the temperature of the cooling water 71 flowing in or out may be used.

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
４５ 排ガス
５０ ＥＧＲシステム
５１ ＥＧＲ通路
５２ ＥＧＲクーラー
５３ ＥＧＲバルブ
７０ エンジン冷却システム
７１ 冷却水
９４ 冷却水温度センサ 10 diesel engine 30 hybrid system 31 motor generator 45 exhaust gas 50 EGR system 51 EGR passage 52 EGR cooler 53 EGR valve 70 engine cooling system 71 cooling water 94 cooling water temperature sensor

Claims (3)

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、前記エンジンの冷却水が循環するエンジン冷却システムと、前記冷却水の温度が予め設定された作動開始温度になってときに作動するＥＧＲ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、前記エンジンの始動時に前記冷却水の温度が前記作動開始温度未満である場合には、スターターモーターに該エンジンのクランキングを行わせると同時に、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 engine cooling system in which the cooling water of the engine circulates, and when the temperature of the cooling water reaches a preset operation start temperature In a hybrid vehicle provided with an EGR system that operates on a vehicle and a control device,
The control device controls the motor generator to start power generation at the same time as causing the starter motor to crank the engine when the temperature of the cooling water is lower than the operation start temperature at the time of starting the engine. A hybrid vehicle configured to perform the following. 前記冷却水の温度が、前記エンジンの出口における該冷却水の温度である請求項１に記載のハイブリッド車両。   The hybrid vehicle according to claim 1, wherein the temperature of the cooling water is a temperature of the cooling water at an outlet of the engine. 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、前記エンジンの冷却水が循環するエンジン冷却システムと、前記冷却水の温度が予め設定された作動開始温度になってときに作動するＥＧＲシステムと、を備えたハイブリッド車両の制御方法であって、
前記エンジンの始動時に前記冷却水の温度が前記作動開始温度未満である場合には、スターターモーターに前記エンジンのクランキングを行わせると同時に、前記モータージェネレーターに発電を開始させ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 engine cooling system in which the cooling water of the engine circulates, and when the temperature of the cooling water reaches a preset operation start temperature A control method of a hybrid vehicle comprising:
When the temperature of the cooling water is lower than the operation start temperature at the start of the engine, the starter motor performs cranking of the engine and simultaneously causes the motor generator to start power generation. Vehicle control method.
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