WO2016208471A1 - Regenerative electric energy control system - Google Patents

Regenerative electric energy control system Download PDF

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Publication number
WO2016208471A1
WO2016208471A1 PCT/JP2016/067804 JP2016067804W WO2016208471A1 WO 2016208471 A1 WO2016208471 A1 WO 2016208471A1 JP 2016067804 W JP2016067804 W JP 2016067804W WO 2016208471 A1 WO2016208471 A1 WO 2016208471A1
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Prior art keywords
engine
regenerative power
generator
warm
heating element
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PCT/JP2016/067804
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French (fr)
Japanese (ja)
Inventor
直也 石川
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いすゞ自動車株式会社
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Publication of WO2016208471A1 publication Critical patent/WO2016208471A1/en

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    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
    • F02M31/13—Combustion air
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters

Definitions

  • the present disclosure relates to a regenerative power control system, and more particularly to control of regenerative power generated by a generator during vehicle deceleration.
  • the engine load is increased by increasing the amount of regenerative power generated by the generator during deceleration of the vehicle. Techniques for increasing the number have been proposed.
  • the regenerative power generated by the generator during vehicle deceleration is normally charged to the battery.
  • the regenerative power supply destination is lost, and the generator cannot generate power.
  • the engine load does not increase and the engine braking force cannot be increased.
  • the present disclosure has been made in view of these points, and aims to increase the engine braking force when the vehicle is decelerated.
  • a generator that obtains regenerative power from the rotational power of drive wheels during operation of the engine brake, a warm-up device that warms intake air of the engine, and a power generation control unit that controls the operation of the generator
  • the regenerative power control system is characterized in that the regenerative power control unit supplies the regenerative power to the warm-up device by continuously operating the power generator during operation of the engine brake. provide.
  • the generator continues to operate in order to supply regenerative power to the warm-up device during operation of the engine brake.
  • the engine load can be increased in accordance with the power generation of the generator, so that the engine braking force can be increased.
  • the regenerative power control system has at least one of a first heating element that warms the intake air in the intake passage of the engine and a second heating element that warms the intake air in the cylinder of the engine as the warm-up device.
  • the power generation control unit may supply the regenerative power to at least one of the first heating element and the second heating element during operation of the engine brake.
  • the regenerative power control system further includes a third heating element that warms exhaust exhausted from the engine, and the power generation control unit supplies the regenerative power to the warm-up device and the engine during operation of the engine brake. It is good also as supplying to a 3rd heat generating body.
  • the regenerative power control system further includes a battery to which the regenerative power generated by the generator is charged, and the power generation control unit is larger than a charge capacity of the battery during operation of the engine brake.
  • the regenerator power may be supplied to the warm-up device by continuously operating the generator so as to obtain the regenerative power.
  • the power generation control unit determines whether or not the engine brake of the engine is in operation, and if it is determined that the engine brake is in operation, the power generation control unit continuously operates the generator to generate the regenerative power. May be supplied to the warm-up device.
  • FIG. 1 is a schematic diagram illustrating an example of a configuration of a regenerative power control system S according to an embodiment of the present disclosure.
  • FIG. 2 is a flowchart for explaining an operation example of the regenerative power control system S.
  • FIG. 1 is a schematic diagram illustrating an example of a configuration of a regenerative power control system S according to an embodiment.
  • the regenerative power control system S is mounted on the vehicle.
  • the regenerative power control system S is mounted on a large vehicle such as a bus or a truck.
  • the regenerative power control system S is a regenerative brake system that increases the engine brake force by controlling the regenerative power generated by the generator during the operation of the engine brake accompanying deceleration of the vehicle.
  • the regenerative power control system S includes an engine 10, an intake passage 20, an exhaust passage 30, an EGR passage 40, a supercharger 50, a generator 60, a battery 65, and a sensor group. 70 and ECU80.
  • the engine 10 is a four-cylinder diesel engine.
  • the engine 10 generates power by burning and expanding a mixture of fuel and intake air (air).
  • the engine 10 includes an intake manifold 11, an exhaust manifold 12, cylinders 13a to 13d, and glow plugs 14a to 14d.
  • the intake manifold 11 is a manifold connected to the intake passage 20 and branches the intake air (air) of the intake passage 20 into four cylinders 13a to 13d.
  • the exhaust manifold 12 is a manifold connected to the exhaust passage 30, collects exhaust exhausted from the cylinders 13 a to 13 d, and exhausts the exhaust to the exhaust passage 30.
  • the four cylinders 13a to 13d inhale intake air and exhaust exhaust gas after combustion.
  • the glow plugs 14a to 14d are provided in the cylinders 13a to 13d, respectively, and warm the intake air in the cylinders 13a to 13d.
  • the glow plugs 14a to 14d warm the intake air in the cylinders 13a to 13d when the engine 10 is warmed up, the vehicle is started, and the vehicle is decelerated.
  • the intake passage 20 is a passage through which intake air (air) necessary for combustion of the engine 10 is sucked into the cylinders 13a to 13d.
  • an air cleaner 22 In the intake passage 20, an air cleaner 22, a compressor 52 of the supercharger 50, an intake throttle valve 23, an intercooler 24, and an intake heater 25 are provided from the upstream side to the downstream side.
  • the air cleaner 22 has a filter, for example, and removes foreign matter in the intake air.
  • the compressor 52 of the supercharger 50 compresses the intake air passing through the compressor 52 by rotating.
  • the intake throttle valve 23 adjusts the flow rate of intake air by adjusting the opening of the throttle valve.
  • the intercooler 24 cools the intake air that has been compressed by the compressor 52 and has risen in temperature with a coolant or the atmosphere.
  • the intake heater 25 heats the intake air in the intake passage 20 by generating heat.
  • the intake heater 25 generates heat by the electric power supplied from the generator 60 and warms the intake air when the engine 10 is warmed up, when the vehicle is decelerated, and when it is started. As a result, the temperature of the intake air rises.
  • the exhaust passage 30 is a passage for discharging exhaust (exhaust gas) collected by the exhaust manifold 12 to the outside of the vehicle.
  • a turbine 51 of the supercharger 50, an exhaust heater 32, a C-DPF (Catalyzed Diesel Particulate Filter) 33, and an SCR (Selective Catalytic Reduction) 34 are provided in the exhaust passage 30 from the upstream side to the downstream side. .
  • the turbine 51 of the supercharger 50 rotates by receiving the energy of the exhaust gas that passes through the turbine 51.
  • the exhaust heater 32 heats the exhaust in the exhaust passage 30 by generating heat.
  • the exhaust heater 32 generates heat by the power supplied from the generator 60 and warms the exhaust when the engine 10 is warmed up, when the vehicle is decelerated, and when it is started. Thereby, the temperature of the exhaust increases.
  • the C-DPF 33 collects PM in the exhaust gas in the pores and surfaces of the partition walls.
  • the SCR 34 selectively reduces and purifies NO x in the exhaust gas using ammonia (NH 3 ) generated by hydrolysis from urea water as a reducing agent.
  • NH 3 ammonia
  • the C-DPF 33 and SCR 34 immediately after the exhaust gas is promoted.
  • the intake air heater 25 and the glow plugs 14a to 14d raise the temperature of the intake air, the exhaust gas when the intake air is exhausted from the engine 10 also rises. Therefore, the exhaust post-treatment by the C-DPF 33 and the SCR 34 is performed. Is further promoted.
  • the EGR passage 40 is a passage that connects the exhaust passage 30 and the intake passage 20 and recirculates a part of the exhaust discharged from the engine 10 to the intake passage 20.
  • the EGR passage 40 is provided with an EGR cooler 41 and an EGR valve 42.
  • the EGR cooler 41 cools the exhaust gas in the EGR passage 40.
  • the EGR valve 42 adjusts the flow rate of the exhaust gas recirculated to the intake passage 20.
  • the EGR valve 42 has a function of preventing the backflow of exhaust gas from the EGR passage 40 to the exhaust passage 30.
  • the supercharger 50 is a device that supercharges intake air taken into the engine 10. As a result, the compressed intake air is supplied to the engine 10, and the displacement of the engine 10 can be substantially increased.
  • the supercharger 50 is a turbocharger that uses exhaust pressure as a power source, and includes a connecting shaft 53 in addition to the turbine 51 and the compressor 52 described above.
  • the connecting shaft 53 is a shaft that connects the turbine 51 and the compressor 52.
  • the turbine 51 rotates in response to the energy of the exhaust passing therethrough, so that the compressor 52 connected to the turbine 51 via the connecting shaft 53 rotates to supercharge the intake air in the intake passage 20. To do.
  • the generator 60 is an alternator (alternator: ACG) and generates power.
  • the generator 60 is connected to the crankshaft of the engine 10 via pulleys 61 and 62 and a belt 63 and is driven by the engine 10. Further, the generator 60 obtains regenerative power from the rotational power of the driving wheels (for example, tires) of the vehicle during the operation of the engine brake accompanying the deceleration of the vehicle.
  • the generator 60 supplies the generated power to the battery 65 and stores it.
  • the generator 60 can supply the generated power to the intake heater 25, the exhaust heater 32, and the glow plugs 14a to 14d without going through the battery 65.
  • the intake heater 25 and the glow plugs 14a to 14d are warm-up devices that warm the intake air drawn into the engine 10.
  • the intake heater 25 corresponds to the first heating element
  • the glow plugs 14a to 14d correspond to the second heating element
  • the exhaust heater 32 corresponds to the third heating element.
  • the battery 65 is a device that stores electric power.
  • the battery 65 stores electric power (regenerative electric power) generated by the generator 60 during deceleration of the vehicle.
  • the battery 65 supplies the stored power to various electrical components of the vehicle.
  • the sensor group 70 includes a plurality of sensors and detects various states related to the vehicle.
  • the sensor group 70 can detect the vehicle speed of the vehicle, the opening degree of the accelerator, the loading amount, the road condition during traveling, and the like.
  • the ECU 80 is an electronic control unit (Electric Control Unit) including a microcomputer having a CPU, a ROM, a RAM, and the like.
  • the ECU 80 controls the operation of each device described above.
  • the ECU 80 controls the operation of the generator 60 via the ACG controller 81, controls the operations of the glow plugs 14a to 14d via the glow controller 82, and controls the operation of the intake heater 25 via the intake heater controller 83.
  • the operation of the exhaust heater 32 is controlled via the exhaust heater controller 84.
  • the ACG controller 81 corresponds to the power generation control unit.
  • the driver decelerates by releasing his or her foot from the accelerator pedal, and the engine brake operates accordingly. From the viewpoint of stabilizing vehicle braking, it is desirable to increase the engine braking force. In particular, when a large vehicle having a large vehicle weight travels on a downhill, the use of the foot brake can be suppressed by increasing the engine braking force, thereby reducing the burden on the driver. Therefore, in this embodiment, in order to increase the engine braking force during deceleration of the vehicle, the ACG controller 81 controls the operation of the generator 60 as follows.
  • the ACG controller 81 supplies the regenerative power generated by the generator 60 to the warm-up device (the intake heater 25 and the glow plugs 14a to 14d) by continuously operating the generator 60 during the operation of the engine brake accompanying deceleration. To do. Specifically, the ACG controller 81 supplies regenerative power generated by the generator 60 to at least one of the intake heater 25 and the glow plugs 14a to 14d.
  • the generator 60 connected to the engine 10 will continue to operate, and the load on the engine 10 can be increased during the operation of the engine brake, so that the engine braking force can be increased. It becomes possible. Further, since the intake heater 25 and the glow plugs 14a to 14d, which are heating elements, consume a large amount of power, even if the generator 60 generates a large amount of regenerative power, the generated regenerative power can be used effectively. Thereby, since the load of the engine 10 can be further increased, the engine braking force can be further increased.
  • the ACG controller 81 supplies the regenerative power to the warm-up device by continuously operating the generator 60 so as to obtain a regenerative power larger than the charging capacity of the battery 65 during the operation of the engine brake. In such a case, even when the battery 65 is fully charged, the generator 60 is continuously operated, and the generator 60 can be operated for a long time, so that the state where the load of the engine 10 is increased can be maintained. Therefore, it becomes easy to maintain the state where the engine braking force is increased.
  • the ACG controller 81 may supply regenerative power to the warm-up device after supplying regenerative power to the battery 65, or may supply regenerative power to the battery 65 and the warm-up device at the same time. Further, the ACG controller 81 may increase the amount of power supplied to the warm-up device when the vehicle is traveling downhill. In such a case, the engine braking force further increases.
  • the ACG controller 81 may supply regenerative power to the warm-up device (the intake heater 25 and the glow plugs 14a to 14d) and the exhaust heater 32 during the operation of the engine brake. In such a case, since the amount of regenerative power supplied increases, the operation time of the generator 60 when the vehicle is decelerated can be secured for a long time, so that the engine braking force can be further increased.
  • the ACG controller 81 may supply regenerative electric power to the intake heater 25, the glow plugs 14a to 14d and the exhaust heater 32 at the same time, or select from the intake heater 25, the glow plugs 14a to 14d and the exhaust heater 32. Regenerative power may be supplied.
  • the ACG controller 81 supplies at least one of the intake heater 25, the glow plugs 14a to 14d, and the exhaust heater 32 according to the deceleration amount of the vehicle and the load amount of the vehicle and supplies the regenerative power. Good.
  • the ACG controller 81 may supply regenerative power to the exhaust heater 32 first from the viewpoint of giving priority to the temperature rise of the exhaust.
  • the ACG controller 81 determines whether or not the engine brake is operating. For example, the ACG controller 81 determines whether or not the engine brake is operating based on the vehicle speed or the accelerator opening degree of the vehicle detected by the sensor group 70. The determination whether or not the engine brake is in operation is performed, for example, when the driver turns on a brake switch (specifically, an exhaust brake switch). However, the present invention is not limited to this, and for example, whether or not to execute the determination may be selected based on the weight of the vehicle or the road condition during travel (the road condition acquired from the map information).
  • a brake switch specifically, an exhaust brake switch
  • the ACG controller 81 determines that the engine brake is in operation, the ACG controller 81 continuously operates the generator 60 to supply regenerative power to the warm-up device. In such a case, the regenerative power can be reliably supplied to the warm-up device during the operation of the engine brake, so that the engine brake force can be reliably increased during deceleration.
  • FIG. 2 is a flowchart for explaining an operation example of the regenerative power control system S.
  • the processing shown in FIG. 2 is realized by the CPU of the ECU 80 executing a program.
  • the ECU 80 determines whether or not the engine 10 is in the start mode or the warm-up mode (step S102).
  • the start mode is a mode for starting the rotation of the engine 10
  • the warm-up mode is a mode for warming the intake air sucked into the engine 10 and the cylinders 13a to 13d.
  • step S110 the ECU 80 turns on the heater or the like (step S110).
  • the ECU 80 supplies electric power stored in the battery 65 to a heater or the like (for example, the intake heater 25 or the glow plugs 14a to 14d), and operates the heater or the like. As a result, the intake air in the intake passage 20 or the cylinders 13a to 13d is warmed.
  • step S104 determines whether a brake switch (for example, an exhaust brake switch) is in an ON state (step S104). That is, the driver determines whether the brake switch is ON or OFF.
  • a brake switch for example, an exhaust brake switch
  • step S104 If it determines with a brake switch being an OFF state by step S104 (No), ECU80 will turn a heater etc. into an OFF state (step S112). On the other hand, when it is determined in step S104 that the brake switch is in the ON state (Yes), the ECU 80 determines whether or not the engine brake is operating based on the vehicle speed, the accelerator opening degree, and the like (step S106). .
  • step S106 If it is determined in step S106 that the engine brake is not operating (No), the ECU 80 turns off the heater and the like (step S112). On the other hand, if it is determined in step S106 that the engine brake is operating (Yes), that is, if it is determined that the vehicle is decelerating, the ECU 80 causes the generator 60 to continue to operate and the generator 60 generates power. Regenerative power is supplied to a heater or the like (step S108).
  • the ECU 80 continues to supply regenerative power to the heater or the like while the engine brake is operating. At this time, the ECU 80 supplies the regenerative power generated by the generator 60 to at least one of the intake heater 25, the glow plugs 14a to 14d, and the exhaust heater 32. In the heater that has received the regenerative power, the intake heater 25, the glow plugs 14a to 14d, and the exhaust heater 32 warm the intake and exhaust during the operation of the engine brake.
  • the intake heater 25 and the glow plugs 14a to 14d are warm-up devices, but are not limited thereto.
  • the warm-up device may include a block heater that warms the cylinder blocks of the cylinders 13a to 13d of the engine 10.
  • the engine 10 is a diesel engine. However, the present invention is not limited to this.
  • the engine 10 may be a gasoline engine. In the above description, the engine 10 has four cylinders. However, the present invention is not limited to this.
  • the engine 10 may be any one of three to six cylinders (for example, three or six cylinders).
  • the present invention has an effect that the engine braking force can be increased when the vehicle is decelerated, and is useful for a regenerative power control system and the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A regenerative electric energy control system S provided with: a generator 60 which obtains, during engine braking, regenerative electric energy from the rotational energy of a drive wheel; a warming device (an intake gas heater 25 and/or glow plugs 14a to 14d) which warms engine intake gas; and an ACG controller 81 which controls the operation of the generator 60, wherein the ACG controller 81, during engine braking, continuously activates the generator 60 and supplies the regenerative electric energy to the warming device.

Description

回生電力制御システムRegenerative power control system
　本開示は、回生電力制御システムに関し、より詳細には、車両の減速中に発電機が発電する回生電力の制御に関する。 The present disclosure relates to a regenerative power control system, and more particularly to control of regenerative power generated by a generator during vehicle deceleration.
　近年、車両の燃費向上等の観点から、排気量を小さくするエンジンの小型化（ダウンサイジング）が進んでいる。通常、車両が減速する際にエンジンブレーキ力が発生するが、エンジンを小型化すると、エンジンブレーキ力が低下してしまう。 In recent years, downsizing of engines that reduce the displacement is progressing from the viewpoint of improving the fuel efficiency of vehicles. Normally, an engine braking force is generated when the vehicle decelerates. However, when the engine is downsized, the engine braking force is reduced.
　エンジンブレーキ力の低下を防止するために、例えば下記の特許文献１には、車両の減速中に発電機による回生電力の発電量を増加させることによりエンジンの負荷を増加させて、エンジンブレーキ力の増加を図る技術が提案されている。 In order to prevent a decrease in engine braking force, for example, in Patent Document 1 below, the engine load is increased by increasing the amount of regenerative power generated by the generator during deceleration of the vehicle. Techniques for increasing the number have been proposed.
日本国特開２００９－０２３５６８号公報Japanese Unexamined Patent Publication No. 2009-023568
　車両の減速中に発電機が発電する回生電力は、通常バッテリーに充電される。しかし、バッテリーが満充電状態になると、回生電力の供給先がなくなるため、発電機が発電することができなくなる。これにより、エンジンの負荷が増加せず、エンジンブレーキ力を増加させることができない。 The regenerative power generated by the generator during vehicle deceleration is normally charged to the battery. However, when the battery is fully charged, the regenerative power supply destination is lost, and the generator cannot generate power. As a result, the engine load does not increase and the engine braking force cannot be increased.
　そこで、本開示はこれらの点に鑑みてなされたものであり、車両の減速時にエンジンブレーキ力を増大させることを目的とする。 Therefore, the present disclosure has been made in view of these points, and aims to increase the engine braking force when the vehicle is decelerated.
　本開示の一の態様においては、エンジンブレーキの動作中に駆動輪の回転動力から回生電力を得る発電機と、エンジンの吸気を温める暖機デバイスと、前記発電機の動作を制御する発電制御部と、を備え、前記発電制御部は、前記エンジンブレーキの動作中に、前記発電機を継続して動作させて前記回生電力を前記暖機デバイスに供給することを特徴とする回生電力制御システムを提供する。
　かかる回生電力制御システムによれば、エンジンブレーキの動作中に暖機デバイスに回生電力を供給するために発電機が継続して動作することになる。これにより、発電機の発電に伴いエンジンの負荷を増大させることができるので、エンジンブレーキ力を増大させることが可能となる。 In one aspect of the present disclosure, a generator that obtains regenerative power from the rotational power of drive wheels during operation of the engine brake, a warm-up device that warms intake air of the engine, and a power generation control unit that controls the operation of the generator The regenerative power control system is characterized in that the regenerative power control unit supplies the regenerative power to the warm-up device by continuously operating the power generator during operation of the engine brake. provide.
According to this regenerative power control system, the generator continues to operate in order to supply regenerative power to the warm-up device during operation of the engine brake. As a result, the engine load can be increased in accordance with the power generation of the generator, so that the engine braking force can be increased.
　また、前記回生電力制御システムは、前記暖機デバイスとして、前記エンジンの吸気通路内の吸気を暖める第１発熱体と、前記エンジンのシリンダ内の吸気を温める第２発熱体との少なくともいずれか一方を備え、前記発電制御部は、前記エンジンブレーキの動作中に、前記回生電力を前記第１発熱体及び前記第２発熱体の少なくともいずれか一方に供給することとしてもよい。 In addition, the regenerative power control system has at least one of a first heating element that warms the intake air in the intake passage of the engine and a second heating element that warms the intake air in the cylinder of the engine as the warm-up device. The power generation control unit may supply the regenerative power to at least one of the first heating element and the second heating element during operation of the engine brake.
　また、前記回生電力制御システムは、前記エンジンから排出される排気を温める第３発熱体を更に備え、前記発電制御部は、前記エンジンブレーキの動作中に、前記回生電力を前記暖機デバイス及び前記第３発熱体に供給することとしてもよい。 The regenerative power control system further includes a third heating element that warms exhaust exhausted from the engine, and the power generation control unit supplies the regenerative power to the warm-up device and the engine during operation of the engine brake. It is good also as supplying to a 3rd heat generating body.
　また、前記回生電力制御システムは、前記発電機が発電した前記回生電力が充電されるバッテリーを更に備え、前記発電制御部は、前記エンジンブレーキの動作中に、前記バッテリーの充電容量よりも大きい量の回生電力を得るように前記発電機を継続して動作させて、前記回生電力を前記暖機デバイスに供給することとしてもよい。 In addition, the regenerative power control system further includes a battery to which the regenerative power generated by the generator is charged, and the power generation control unit is larger than a charge capacity of the battery during operation of the engine brake. The regenerator power may be supplied to the warm-up device by continuously operating the generator so as to obtain the regenerative power.
　また、前記発電制御部は、前記エンジンのエンジンブレーキの動作中か否かを判定し、前記エンジンブレーキの動作中であると判定した場合に、前記発電機を継続して動作させて前記回生電力を前記暖機デバイスに供給することとしてもよい。 Further, the power generation control unit determines whether or not the engine brake of the engine is in operation, and if it is determined that the engine brake is in operation, the power generation control unit continuously operates the generator to generate the regenerative power. May be supplied to the warm-up device.
　本開示によれば、車両の減速時にエンジンブレーキ力を増大させるという効果を奏する。 According to the present disclosure, there is an effect that the engine braking force is increased when the vehicle is decelerated.
図１は、本開示の一実施形態に係る回生電力制御システムＳの構成の一例を示す模式図である。FIG. 1 is a schematic diagram illustrating an example of a configuration of a regenerative power control system S according to an embodiment of the present disclosure. 図２は、回生電力制御システムＳの動作例を説明するためのフローチャートである。FIG. 2 is a flowchart for explaining an operation example of the regenerative power control system S.
　＜回生電力制御システムの構成＞
　図１を参照しながら、本開示の一実施形態に係る回生電力制御システムＳの構成について説明する。
　図１は、一実施形態に係る回生電力制御システムＳの構成の一例を示す模式図である。 <Configuration of regenerative power control system>
A configuration of a regenerative power control system S according to an embodiment of the present disclosure will be described with reference to FIG.
FIG. 1 is a schematic diagram illustrating an example of a configuration of a regenerative power control system S according to an embodiment.
　回生電力制御システムＳは、車両に搭載されている。例えば、回生電力制御システムＳは、バスやトラック等の大型車両に搭載されている。回生電力制御システムＳは、車両の減速に伴うエンジンブレーキの動作中に、発電機が発電する回生電力を制御して、エンジンブレーキ力を増大させる回生ブレーキシステムである。図１に示すように、回生電力制御システムＳは、エンジン１０と、吸気通路２０と、排気通路３０と、ＥＧＲ通路４０と、過給機５０と、発電機６０と、バッテリー６５と、センサ群７０と、ＥＣＵ８０とを有する。 The regenerative power control system S is mounted on the vehicle. For example, the regenerative power control system S is mounted on a large vehicle such as a bus or a truck. The regenerative power control system S is a regenerative brake system that increases the engine brake force by controlling the regenerative power generated by the generator during the operation of the engine brake accompanying deceleration of the vehicle. As shown in FIG. 1, the regenerative power control system S includes an engine 10, an intake passage 20, an exhaust passage 30, an EGR passage 40, a supercharger 50, a generator 60, a battery 65, and a sensor group. 70 and ECU80.
　エンジン１０は、ここでは４気筒のディーゼルエンジンである。エンジン１０は、燃料と吸気（空気）の混合気を燃焼、膨張させて、動力を発生させる。エンジン１０は、吸気マニホールド１１と、排気マニホールド１２と、気筒１３ａ～１３ｄと、グロープラグ１４ａ～１４ｄとを有する。 Here, the engine 10 is a four-cylinder diesel engine. The engine 10 generates power by burning and expanding a mixture of fuel and intake air (air). The engine 10 includes an intake manifold 11, an exhaust manifold 12, cylinders 13a to 13d, and glow plugs 14a to 14d.
　吸気マニホールド１１は、吸気通路２０と接続された多岐管であり、吸気通路２０の吸気（空気）を４つの気筒１３ａ～１３ｄへ分岐させる。排気マニホールド１２は、排気通路３０と接続された多岐管であり、気筒１３ａ～１３ｄから排出された排気を集合させ、排気通路３０へ排出させる。 The intake manifold 11 is a manifold connected to the intake passage 20 and branches the intake air (air) of the intake passage 20 into four cylinders 13a to 13d. The exhaust manifold 12 is a manifold connected to the exhaust passage 30, collects exhaust exhausted from the cylinders 13 a to 13 d, and exhausts the exhaust to the exhaust passage 30.
　４つの気筒１３ａ～１３ｄは、吸気を吸入させると共に、燃焼後の排気を排出する。グロープラグ１４ａ～１４ｄは、気筒１３ａ～１３ｄ内にそれぞれ設けられており、気筒１３ａ～１３ｄ内の吸気を温める。例えば、グロープラグ１４ａ～１４ｄは、エンジン１０の暖機時、車両の始動時、減速時に、気筒１３ａ～１３ｄ内の吸気を温める。 The four cylinders 13a to 13d inhale intake air and exhaust exhaust gas after combustion. The glow plugs 14a to 14d are provided in the cylinders 13a to 13d, respectively, and warm the intake air in the cylinders 13a to 13d. For example, the glow plugs 14a to 14d warm the intake air in the cylinders 13a to 13d when the engine 10 is warmed up, the vehicle is started, and the vehicle is decelerated.
　吸気通路２０は、エンジン１０の燃焼に必要な吸気（空気）を気筒１３ａ～１３ｄへ吸入させるための通路である。吸気通路２０には、上流側から下流側へ向かって、エアークリーナー２２、過給機５０のコンプレッサ５２、インテークスロットルバルブ２３、インタークーラ２４及び吸気ヒータ２５が設けられている。 The intake passage 20 is a passage through which intake air (air) necessary for combustion of the engine 10 is sucked into the cylinders 13a to 13d. In the intake passage 20, an air cleaner 22, a compressor 52 of the supercharger 50, an intake throttle valve 23, an intercooler 24, and an intake heater 25 are provided from the upstream side to the downstream side.
　エアークリーナー２２は、例えばフィルターを有し、吸気中の異物を除去する。過給機５０のコンプレッサ５２は、回転することにより、コンプレッサ５２を通過する吸気を圧縮する。インテークスロットルバルブ２３は、スロットルバルブの開度を調整して、吸気の流量を調整する。インタークーラ２４は、コンプレッサ５２によって圧縮されて温度が上昇した吸気を、冷却液や大気により冷却する。 The air cleaner 22 has a filter, for example, and removes foreign matter in the intake air. The compressor 52 of the supercharger 50 compresses the intake air passing through the compressor 52 by rotating. The intake throttle valve 23 adjusts the flow rate of intake air by adjusting the opening of the throttle valve. The intercooler 24 cools the intake air that has been compressed by the compressor 52 and has risen in temperature with a coolant or the atmosphere.
　吸気ヒータ２５は、発熱することで、吸気通路２０内の吸気を温める。例えば、吸気ヒータ２５は、エンジン１０の暖機時、車両の減速時、始動時に、発電機６０から供給された電力により発熱して吸気を温める。これにより、吸気が昇温する。 The intake heater 25 heats the intake air in the intake passage 20 by generating heat. For example, the intake heater 25 generates heat by the electric power supplied from the generator 60 and warms the intake air when the engine 10 is warmed up, when the vehicle is decelerated, and when it is started. As a result, the temperature of the intake air rises.
　排気通路３０は、排気マニホールド１２で集合した排気（排出ガス）を車両の外部へ排出するための通路である。排気通路３０には、上流側から下流側へ向かって、過給機５０のタービン５１、排気ヒータ３２、Ｃ－ＤＰＦ（Catalyzed Diesel Particulate Filter）３３及びＳＣＲ（Selective Catalytic Reduction）３４が設けられている。 The exhaust passage 30 is a passage for discharging exhaust (exhaust gas) collected by the exhaust manifold 12 to the outside of the vehicle. A turbine 51 of the supercharger 50, an exhaust heater 32, a C-DPF (Catalyzed Diesel Particulate Filter) 33, and an SCR (Selective Catalytic Reduction) 34 are provided in the exhaust passage 30 from the upstream side to the downstream side. .
　過給機５０のタービン５１は、タービン５１を通過する排気のエネルギーを受けて回転する。排気ヒータ３２は、発熱することで、排気通路３０内の排気を温める。例えば、排気ヒータ３２は、エンジン１０の暖機時、車両の減速時、始動時に、発電機６０から供給された電力により発熱して排気を温める。これにより、排気が昇温する。 The turbine 51 of the supercharger 50 rotates by receiving the energy of the exhaust gas that passes through the turbine 51. The exhaust heater 32 heats the exhaust in the exhaust passage 30 by generating heat. For example, the exhaust heater 32 generates heat by the power supplied from the generator 60 and warms the exhaust when the engine 10 is warmed up, when the vehicle is decelerated, and when it is started. Thereby, the temperature of the exhaust increases.
　Ｃ－ＤＰＦ３３は、排気中のＰＭを隔壁の細孔や表面に捕集する。ＳＣＲ３４は、尿素水から加水分解されて生成されるアンモニア（ＮＨ３）を還元剤として排気中のＮＯｘを選択的に還元浄化する。排気ヒータ３２によって排気が温められて昇温することによって、直後のＣ－ＤＰＦ３３及びＳＣＲ３４による排気の後処理（ＰＭの捕集やＮＯｘの還元浄化）が促進される。また、前述した吸気ヒータ２５やグロープラグ１４ａ～１４ｄが吸気を昇温させることで、当該吸気がエンジン１０から排出された際の排気も昇温するため、Ｃ－ＤＰＦ３３やＳＣＲ３４による排気の後処理が更に促進される。 The C-DPF 33 collects PM in the exhaust gas in the pores and surfaces of the partition walls. The SCR 34 selectively reduces and purifies NO x in the exhaust gas using ammonia (NH 3 ) generated by hydrolysis from urea water as a reducing agent. By heating the exhaust gas by the exhaust heater 32 and raising the temperature, exhaust post-treatment (PM collection and NO x reduction purification) by the C-DPF 33 and SCR 34 immediately after the exhaust gas is promoted. Further, since the intake air heater 25 and the glow plugs 14a to 14d raise the temperature of the intake air, the exhaust gas when the intake air is exhausted from the engine 10 also rises. Therefore, the exhaust post-treatment by the C-DPF 33 and the SCR 34 is performed. Is further promoted.
　ＥＧＲ通路４０は、排気通路３０と吸気通路２０との間を接続し、エンジン１０から排出された排気の一部を吸気通路２０に還流させる通路である。ＥＧＲ通路４０には、ＥＧＲクーラ４１と、ＥＧＲバルブ４２とが設けられている。ＥＧＲクーラ４１は、ＥＧＲ通路４０の排気を冷却する。ＥＧＲバルブ４２は、吸気通路２０へ還流させる排気の流量を調整する。また、ＥＧＲバルブ４２は、ＥＧＲ通路４０から排気通路３０への排気の逆流を防止する機能を有する。 The EGR passage 40 is a passage that connects the exhaust passage 30 and the intake passage 20 and recirculates a part of the exhaust discharged from the engine 10 to the intake passage 20. The EGR passage 40 is provided with an EGR cooler 41 and an EGR valve 42. The EGR cooler 41 cools the exhaust gas in the EGR passage 40. The EGR valve 42 adjusts the flow rate of the exhaust gas recirculated to the intake passage 20. The EGR valve 42 has a function of preventing the backflow of exhaust gas from the EGR passage 40 to the exhaust passage 30.
　過給機５０は、エンジン１０に吸入される吸気を過給する装置である。これにより、圧縮した吸気をエンジン１０に供給して、エンジン１０の排気量を実質的に高められる。過給機５０は、ここでは排気の圧力を動力源とするターボチャージャであり、前述したタービン５１及びコンプレッサ５２に加えて、連結軸５３を有する。連結軸５３は、タービン５１とコンプレッサ５２とを連結する軸である。過給機５０においては、タービン５１が、通過する排気のエネルギーを受けて回転することで、連結軸５３を介してタービン５１と連結したコンプレッサ５２が、回転して吸気通路２０の吸気を過給する。 The supercharger 50 is a device that supercharges intake air taken into the engine 10. As a result, the compressed intake air is supplied to the engine 10, and the displacement of the engine 10 can be substantially increased. Here, the supercharger 50 is a turbocharger that uses exhaust pressure as a power source, and includes a connecting shaft 53 in addition to the turbine 51 and the compressor 52 described above. The connecting shaft 53 is a shaft that connects the turbine 51 and the compressor 52. In the supercharger 50, the turbine 51 rotates in response to the energy of the exhaust passing therethrough, so that the compressor 52 connected to the turbine 51 via the connecting shaft 53 rotates to supercharge the intake air in the intake passage 20. To do.
　発電機６０は、ここではオルタネータ（交流発電機：ＡＣＧ）であり、発電を行う。発電機６０は、プーリ６１、６２及びベルト６３を介してエンジン１０のクランクシャフトに連結されており、エンジン１０によって駆動される。また、発電機６０は、車両の減速に伴うエンジンブレーキの動作中に、車両の駆動輪（例えばタイヤ）の回転動力から回生電力を得る。発電機６０は、発電した電力をバッテリー６５に供給して蓄える。また、発電機６０は、発電した電力を、バッテリー６５を介さずに吸気ヒータ２５、排気ヒータ３２、及びグロープラグ１４ａ～１４ｄに供給可能である。 Here, the generator 60 is an alternator (alternator: ACG) and generates power. The generator 60 is connected to the crankshaft of the engine 10 via pulleys 61 and 62 and a belt 63 and is driven by the engine 10. Further, the generator 60 obtains regenerative power from the rotational power of the driving wheels (for example, tires) of the vehicle during the operation of the engine brake accompanying the deceleration of the vehicle. The generator 60 supplies the generated power to the battery 65 and stores it. The generator 60 can supply the generated power to the intake heater 25, the exhaust heater 32, and the glow plugs 14a to 14d without going through the battery 65.
　なお、本実施形態では、吸気ヒータ２５及びグロープラグ１４ａ～１４ｄが、エンジン１０に吸入される吸気を温める暖機デバイスである。また、吸気ヒータ２５が第１発熱体に該当し、グロープラグ１４ａ～１４ｄが第２発熱体に該当し、排気ヒータ３２が第３発熱体に該当する。 In the present embodiment, the intake heater 25 and the glow plugs 14a to 14d are warm-up devices that warm the intake air drawn into the engine 10. The intake heater 25 corresponds to the first heating element, the glow plugs 14a to 14d correspond to the second heating element, and the exhaust heater 32 corresponds to the third heating element.
　バッテリー６５は、電力を蓄える装置である。例えば、バッテリー６５は、車両の減速中に発電機６０が発電した電力（回生電力）を蓄える。バッテリー６５は、蓄えた電力を車両の様々な電装品等に供給する。 The battery 65 is a device that stores electric power. For example, the battery 65 stores electric power (regenerative electric power) generated by the generator 60 during deceleration of the vehicle. The battery 65 supplies the stored power to various electrical components of the vehicle.
　センサ群７０は、複数のセンサを有し、車両に関する様々な状態を検出する。例えば、センサ群７０は、車両の車速や、アクセルの開度、積載量、走行中の道路状況等を検出可能である。 The sensor group 70 includes a plurality of sensors and detects various states related to the vehicle. For example, the sensor group 70 can detect the vehicle speed of the vehicle, the opening degree of the accelerator, the loading amount, the road condition during traveling, and the like.
　ＥＣＵ８０は、ＣＰＵ、ＲＯＭ、ＲＡＭ等を有するマイクロコンピュータを備えた電子制御装置（Electric Control Unit）である。ＥＣＵ８０は、前述した各装置の動作を制御する。ＥＣＵ８０は、ＡＣＧコントローラ８１を介して発電機６０の動作を制御し、グローコントローラ８２を介してグロープラグ１４ａ～１４ｄの動作を制御し、吸気ヒータコントローラ８３を介して吸気ヒータ２５の動作を制御し、排気ヒータコントローラ８４を介して排気ヒータ３２の動作を制御する。このため、本実施形態では、ＡＣＧコントローラ８１が発電制御部に該当する。 The ECU 80 is an electronic control unit (Electric Control Unit) including a microcomputer having a CPU, a ROM, a RAM, and the like. The ECU 80 controls the operation of each device described above. The ECU 80 controls the operation of the generator 60 via the ACG controller 81, controls the operations of the glow plugs 14a to 14d via the glow controller 82, and controls the operation of the intake heater 25 via the intake heater controller 83. The operation of the exhaust heater 32 is controlled via the exhaust heater controller 84. For this reason, in this embodiment, the ACG controller 81 corresponds to the power generation control unit.
　＜発電機の制御＞
　車両においては、運転者がアクセルペダルから足を離すことで減速し、これに伴いエンジンブレーキが動作する。車両の制動を安定させる観点から、エンジンブレーキ力を増大させることが望ましい。特に、車両重量が大きい大型車両が下り坂を走行する場合には、エンジンブレーキ力を増大させることで、フットブレーキの使用頻度を抑制できるので、運転者の負担を軽減できる。
　そこで、本実施形態では、車両の減速中にエンジンブレーキ力を増大させるために、ＡＣＧコントローラ８１は以下のように発電機６０の動作を制御する。 <Control of generator>
In the vehicle, the driver decelerates by releasing his or her foot from the accelerator pedal, and the engine brake operates accordingly. From the viewpoint of stabilizing vehicle braking, it is desirable to increase the engine braking force. In particular, when a large vehicle having a large vehicle weight travels on a downhill, the use of the foot brake can be suppressed by increasing the engine braking force, thereby reducing the burden on the driver.
Therefore, in this embodiment, in order to increase the engine braking force during deceleration of the vehicle, the ACG controller 81 controls the operation of the generator 60 as follows.
　ＡＣＧコントローラ８１は、減速に伴うエンジンブレーキの動作中に、発電機６０を継続して動作させて発電機６０が発電した回生電力を暖機デバイス（吸気ヒータ２５とグロープラグ１４ａ～１４ｄ）に供給する。具体的には、ＡＣＧコントローラ８１は、発電機６０が発電した回生電力を、吸気ヒータ２５及びグロープラグ１４ａ～１４ｄの少なくともいずれか一方に供給する。 The ACG controller 81 supplies the regenerative power generated by the generator 60 to the warm-up device (the intake heater 25 and the glow plugs 14a to 14d) by continuously operating the generator 60 during the operation of the engine brake accompanying deceleration. To do. Specifically, the ACG controller 81 supplies regenerative power generated by the generator 60 to at least one of the intake heater 25 and the glow plugs 14a to 14d.
　かかる場合には、エンジン１０に連結された発電機６０が継続して動作することになり、エンジンブレーキの動作中にエンジン１０の負荷を増大させることができるので、エンジンブレーキ力を増大させることが可能となる。また、発熱体である吸気ヒータ２５及びグロープラグ１４ａ～１４ｄは消費電力が大きいので、発電機６０が回生電力を大量に発電しても、発電した回生電力を有効に活用できる。これにより、エンジン１０の負荷を更に増大できるので、エンジンブレーキ力を更に増大させることができる。 In such a case, the generator 60 connected to the engine 10 will continue to operate, and the load on the engine 10 can be increased during the operation of the engine brake, so that the engine braking force can be increased. It becomes possible. Further, since the intake heater 25 and the glow plugs 14a to 14d, which are heating elements, consume a large amount of power, even if the generator 60 generates a large amount of regenerative power, the generated regenerative power can be used effectively. Thereby, since the load of the engine 10 can be further increased, the engine braking force can be further increased.
　ＡＣＧコントローラ８１は、エンジンブレーキの動作中に、バッテリー６５の充電容量よりも大きい量の回生電力を得るように発電機６０を継続して動作させて、回生電力を暖機デバイスに供給する。かかる場合には、バッテリー６５が満充電状態になっても発電機６０を引き続き動作させることになり、発電機６０を長時間動作させることができるので、エンジン１０の負荷が増大した状態を維持できるので、エンジンブレーキ力が増大した状態を維持しやすくなる。 The ACG controller 81 supplies the regenerative power to the warm-up device by continuously operating the generator 60 so as to obtain a regenerative power larger than the charging capacity of the battery 65 during the operation of the engine brake. In such a case, even when the battery 65 is fully charged, the generator 60 is continuously operated, and the generator 60 can be operated for a long time, so that the state where the load of the engine 10 is increased can be maintained. Therefore, it becomes easy to maintain the state where the engine braking force is increased.
　ＡＣＧコントローラ８１は、バッテリー６５に回生電力を供給した後に暖機デバイスに回生電力を供給してもよいし、バッテリー６５と暖機デバイスに同時に回生電力を供給してもよい。また、ＡＣＧコントローラ８１は、車両が下り坂を走行中の場合には、暖機デバイスに供給する電力量を増加させてもよい。かかる場合には、エンジンブレーキ力が更に増大する。 The ACG controller 81 may supply regenerative power to the warm-up device after supplying regenerative power to the battery 65, or may supply regenerative power to the battery 65 and the warm-up device at the same time. Further, the ACG controller 81 may increase the amount of power supplied to the warm-up device when the vehicle is traveling downhill. In such a case, the engine braking force further increases.
　ＡＣＧコントローラ８１は、エンジンブレーキの動作中に、回生電力を暖機デバイス（吸気ヒータ２５及びグロープラグ１４ａ～１４ｄ）及び排気ヒータ３２に供給してもよい。かかる場合には、回生電力の供給量が増大することで、車両の減速時の発電機６０の動作時間を長く確保できるので、エンジンブレーキ力を一層増大できる。 The ACG controller 81 may supply regenerative power to the warm-up device (the intake heater 25 and the glow plugs 14a to 14d) and the exhaust heater 32 during the operation of the engine brake. In such a case, since the amount of regenerative power supplied increases, the operation time of the generator 60 when the vehicle is decelerated can be secured for a long time, so that the engine braking force can be further increased.
　ＡＣＧコントローラ８１は、吸気ヒータ２５、グロープラグ１４ａ～１４ｄ及び排気ヒータ３２に、同時に回生電力を供給してもよいし、吸気ヒータ２５、グロープラグ１４ａ～１４ｄ及び排気ヒータ３２の中から選択して回生電力を供給してもよい。例えば、ＡＣＧコントローラ８１は、車両の減速量や車両の積載量に応じて、吸気ヒータ２５、グロープラグ１４ａ～１４ｄ及び排気ヒータ３２の中から少なくとも１つを選択して回生電力を供給してもよい。さらに、排気の昇温を優先させる観点から、ＡＣＧコントローラ８１は、排気ヒータ３２に先に回生電力を供給してもよい。 The ACG controller 81 may supply regenerative electric power to the intake heater 25, the glow plugs 14a to 14d and the exhaust heater 32 at the same time, or select from the intake heater 25, the glow plugs 14a to 14d and the exhaust heater 32. Regenerative power may be supplied. For example, the ACG controller 81 supplies at least one of the intake heater 25, the glow plugs 14a to 14d, and the exhaust heater 32 according to the deceleration amount of the vehicle and the load amount of the vehicle and supplies the regenerative power. Good. Furthermore, the ACG controller 81 may supply regenerative power to the exhaust heater 32 first from the viewpoint of giving priority to the temperature rise of the exhaust.
　ＡＣＧコントローラ８１は、エンジンブレーキの動作中か否かを判定する。例えば、ＡＣＧコントローラ８１は、センサ群７０が検出した車両の車速やアクセル開度に基づいて、エンジンブレーキの動作中か否かを判定する。エンジンブレーキの動作中か否かの判定は、例えば運転者がブレーキスイッチ（具体的には、排気ブレーキのスイッチ）をＯＮしている場合に行われる。ただし、これに限定されず、例えば車両の重さや走行中の道路状況（地図情報から取得した道路状況）に基づいて、前記判定を実行するか否かを選択してもよい。 The ACG controller 81 determines whether or not the engine brake is operating. For example, the ACG controller 81 determines whether or not the engine brake is operating based on the vehicle speed or the accelerator opening degree of the vehicle detected by the sensor group 70. The determination whether or not the engine brake is in operation is performed, for example, when the driver turns on a brake switch (specifically, an exhaust brake switch). However, the present invention is not limited to this, and for example, whether or not to execute the determination may be selected based on the weight of the vehicle or the road condition during travel (the road condition acquired from the map information).
　ＡＣＧコントローラ８１は、エンジンブレーキの動作中であると判定すると、発電機６０を継続して動作させて回生電力を暖機デバイスに供給する。かかる場合には、エンジンブレーキの動作中に確実に回生電力を暖機デバイスに供給できるので、減速時に確実にエンジンブレーキ力を増大できる。 If the ACG controller 81 determines that the engine brake is in operation, the ACG controller 81 continuously operates the generator 60 to supply regenerative power to the warm-up device. In such a case, the regenerative power can be reliably supplied to the warm-up device during the operation of the engine brake, so that the engine brake force can be reliably increased during deceleration.
　＜回生電力制御システムの動作例＞
　回生電力制御システムＳの動作例として、図２を参照しながら、前述した吸気ヒータ２５、グロープラグ１４ａ～１４ｄ及び排気ヒータ３２（以下、ヒータ等とも呼ぶ）の制御例について説明する。
　図２は、回生電力制御システムＳの動作例を説明するためのフローチャートである。図２に示す処理は、ＥＣＵ８０のＣＰＵがプログラムを実行することで実現される。 <Operation example of regenerative power control system>
As an operation example of the regenerative power control system S, a control example of the above-described intake heater 25, glow plugs 14a to 14d, and exhaust heater 32 (hereinafter also referred to as a heater) will be described with reference to FIG.
FIG. 2 is a flowchart for explaining an operation example of the regenerative power control system S. The processing shown in FIG. 2 is realized by the CPU of the ECU 80 executing a program.
　まず、ＥＣＵ８０は、エンジン１０が始動モード又は暖機モードであるか否かを判定する（ステップＳ１０２）。なお、始動モードは、エンジン１０の回転を開始させるモードであり、暖機モードは、エンジン１０に吸入される吸気や気筒１３ａ～１３ｄを温めるモードである。 First, the ECU 80 determines whether or not the engine 10 is in the start mode or the warm-up mode (step S102). The start mode is a mode for starting the rotation of the engine 10, and the warm-up mode is a mode for warming the intake air sucked into the engine 10 and the cylinders 13a to 13d.
　ステップＳ１０２で始動モード又は暖機モードであると判定すると（Ｙｅｓ）、ＥＣＵ８０は、ヒータ等をＯＮにする（ステップＳ１１０）。例えば、ＥＣＵ８０は、バッテリー６５に蓄えられた電力をヒータ等（例えば吸気ヒータ２５やグロープラグ１４ａ～１４ｄ）に供給し、ヒータ等を動作させる。これにより、吸気通路２０又は気筒１３ａ～１３ｄ内の吸気が温められる。 If it is determined in step S102 that the current mode is the start mode or the warm-up mode (Yes), the ECU 80 turns on the heater or the like (step S110). For example, the ECU 80 supplies electric power stored in the battery 65 to a heater or the like (for example, the intake heater 25 or the glow plugs 14a to 14d), and operates the heater or the like. As a result, the intake air in the intake passage 20 or the cylinders 13a to 13d is warmed.
　一方で、ステップＳ１０２で始動モード及び暖機モードのいずれにも該当しないと判定すると（Ｎｏ）、ＥＣＵ８０は、ブレーキスイッチ（例えば、排気ブレーキのスイッチ）がＯＮ状態か否かを判定する（ステップＳ１０４）。すなわち、運転者がブレーキスイッチをＯＮとＯＦＦのいずれにしているかを判定する。 On the other hand, if it is determined in step S102 that neither the start mode nor the warm-up mode is applicable (No), the ECU 80 determines whether a brake switch (for example, an exhaust brake switch) is in an ON state (step S104). ). That is, the driver determines whether the brake switch is ON or OFF.
　ステップＳ１０４でブレーキスイッチがＯＦＦ状態であると判定すると（Ｎｏ）、ＥＣＵ８０は、ヒータ等をＯＦＦ状態にする（ステップＳ１１２）。一方で、ステップＳ１０４でブレーキスイッチがＯＮ状態であると判定すると（Ｙｅｓ）、ＥＣＵ８０は、車両の車速やアクセル開度等に基づいて、エンジンブレーキの動作中か否かを判定する（ステップＳ１０６）。 If it determines with a brake switch being an OFF state by step S104 (No), ECU80 will turn a heater etc. into an OFF state (step S112). On the other hand, when it is determined in step S104 that the brake switch is in the ON state (Yes), the ECU 80 determines whether or not the engine brake is operating based on the vehicle speed, the accelerator opening degree, and the like (step S106). .
　ステップＳ１０６でエンジンブレーキの動作中でないと判定すると（Ｎｏ）、ＥＣＵ８０は、ヒータ等をＯＦＦ状態にする（ステップＳ１１２）。一方で、ステップＳ１０６でエンジンブレーキの動作中であると判定すると（Ｙｅｓ）、すなわち車両の減速中であると判定すると、ＥＣＵ８０は、発電機６０を継続して動作させ、発電機６０が発電した回生電力をヒータ等に供給する（ステップＳ１０８）。 If it is determined in step S106 that the engine brake is not operating (No), the ECU 80 turns off the heater and the like (step S112). On the other hand, if it is determined in step S106 that the engine brake is operating (Yes), that is, if it is determined that the vehicle is decelerating, the ECU 80 causes the generator 60 to continue to operate and the generator 60 generates power. Regenerative power is supplied to a heater or the like (step S108).
　すなわち、ＥＣＵ８０は、エンジンブレーキが動作している間、回生電力をヒータ等に供給し続ける。この際、ＥＣＵ８０は、発電機６０が発電した回生電力を、吸気ヒータ２５、グロープラグ１４ａ～１４ｄ及び排気ヒータ３２の少なくともいずれか一方に供給する。回生電力を受けたヒータ等は、エンジンブレーキの動作中に、吸気ヒータ２５、グロープラグ１４ａ～１４ｄ及び排気ヒータ３２が、吸気や排気を温める。 That is, the ECU 80 continues to supply regenerative power to the heater or the like while the engine brake is operating. At this time, the ECU 80 supplies the regenerative power generated by the generator 60 to at least one of the intake heater 25, the glow plugs 14a to 14d, and the exhaust heater 32. In the heater that has received the regenerative power, the intake heater 25, the glow plugs 14a to 14d, and the exhaust heater 32 warm the intake and exhaust during the operation of the engine brake.
　＜本実施形態における効果＞
　上述した回生電力制御システムＳによれば、車両の減速に伴うエンジンブレーキの動作中にバッテリー６５が満充電状態になっても、発電機６０は、発電を停止せずに、暖気デバイス（具体的には、吸気ヒータ２５とグロープラグ１４ａ～１４ｄの少なくともいずれか一方）に回生電力を供給するために継続して動作する。
　かかる場合には、暖機デバイスの消費電力が大きいので、エンジンブレーキの動作中に、暖機デバイスに回生電力を供給するために発電機６０が継続して動作することになる。これにより、発電機６０の発電に伴いエンジン１０の負荷を増大させることができるので、エンジンブレーキ力を増大させることが可能となる。この結果、車両の制動が安定し、また燃費を向上させることが可能となる。 <Effect in this embodiment>
According to the regenerative power control system S described above, even when the battery 65 is fully charged during the operation of the engine brake associated with the deceleration of the vehicle, the generator 60 does not stop the power generation and does not stop the power generation (specifically, Is continuously operated to supply regenerative power to the intake heater 25 and / or the glow plugs 14a to 14d).
In such a case, since the power consumption of the warm-up device is large, the generator 60 continues to operate to supply regenerative power to the warm-up device during operation of the engine brake. Thereby, since the load of the engine 10 can be increased with the power generation of the generator 60, the engine braking force can be increased. As a result, braking of the vehicle can be stabilized and fuel consumption can be improved.
　なお、上記では、吸気ヒータ２５及びグロープラグ１４ａ～１４ｄが暖機デバイスであることとしたが、これに限定されない。例えば、暖機デバイスは、エンジン１０の気筒１３ａ～１３ｄのシリンダブロックを温めるブロックヒータを含んでもよい。 In the above description, the intake heater 25 and the glow plugs 14a to 14d are warm-up devices, but are not limited thereto. For example, the warm-up device may include a block heater that warms the cylinder blocks of the cylinders 13a to 13d of the engine 10.
　また、上記では、エンジン１０がディーゼルエンジンであることとしたが、これに限定されず、例えばエンジン１０はガソリンエンジンであってもよい。また、上記では、エンジン１０が４気筒であることとしたが、これに限定されず、例えばエンジン１０は３気筒～６気筒のいずれか（たとえば３気筒や６気筒）であってもよい。 In the above description, the engine 10 is a diesel engine. However, the present invention is not limited to this. For example, the engine 10 may be a gasoline engine. In the above description, the engine 10 has four cylinders. However, the present invention is not limited to this. For example, the engine 10 may be any one of three to six cylinders (for example, three or six cylinders).
　以上、本発明を実施の形態を用いて説明したが、本発明の技術的範囲は上記実施の形態に記載の範囲には限定されない。上記実施の形態に、多様な変更又は改良を加えることが可能であることが当業者に明らかである。そのような変更又は改良を加えた形態も本発明の技術的範囲に含まれ得ることが、特許請求の範囲の記載から明らかである。 As mentioned above, although this invention was demonstrated using embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the scope of the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present invention.
　本出願は、2015年06月24日付で出願された日本国特許出願（特願2015-126824）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on a Japanese patent application (Japanese Patent Application No. 2015-126824) filed on June 24, 2015, the contents of which are incorporated herein by reference.
　本発明は、車両の減速時にエンジンブレーキ力を増大できるという効果を有し、回生電力制御システム等に有用である。 The present invention has an effect that the engine braking force can be increased when the vehicle is decelerated, and is useful for a regenerative power control system and the like.
　１０　　エンジン
　１４ａ～１４ｄ　　グロープラグ
　２５　　吸気ヒータ
　３２　　排気ヒータ
　６０　　発電機
　６５　　バッテリー
　８０　　ＥＣＵ
　８１　　ＡＣＧコントローラ
　Ｓ　　回生電力制御システム 10 Engine 14a-14d Glow plug 25 Intake heater 32 Exhaust heater 60 Generator 65 Battery 80 ECU
81 ACG controller S Regenerative power control system

Claims (9)

  1. 　エンジンブレーキの動作中に駆動輪の回転動力から回生電力を得る発電機と、
    　エンジンの吸気を温める暖機デバイスと、
    　前記発電機の動作を制御する発電制御部と、
    　を備え、
    　前記発電制御部は、前記エンジンブレーキの動作中に、前記発電機を継続して動作させて前記回生電力を前記暖機デバイスに供給することを特徴とする回生電力制御システム。     A generator that obtains regenerative power from the rotational power of the drive wheels during operation of the engine brake;
    A warm-up device that warms the intake air of the engine,
    A power generation control unit for controlling the operation of the generator;
    With
    The power generation control unit continuously operates the power generator during operation of the engine brake to supply the regenerative power to the warm-up device.
  2. 　前記暖機デバイスとして、前記エンジンの吸気通路内の吸気を暖める第１発熱体と、前記エンジンのシリンダ内の吸気を温める第２発熱体との少なくともいずれか一方を備え、
    　前記発電制御部は、前記エンジンブレーキの動作中に、前記回生電力を前記第１発熱体及び前記第２発熱体の少なくともいずれか一方に供給することを特徴とする、
    　請求項１に記載の回生電力制御システム。     The warm-up device includes at least one of a first heating element that warms intake air in the intake passage of the engine and a second heating element that warms intake air in the cylinder of the engine,
    The power generation control unit supplies the regenerative power to at least one of the first heating element and the second heating element during the operation of the engine brake.
    The regenerative power control system according to claim 1.
  3. 　前記エンジンから排出される排気を温める第３発熱体を更に備え、
    　前記発電制御部は、前記エンジンブレーキの動作中に、前記回生電力を前記暖機デバイス及び前記第３発熱体に供給することを特徴とする、
    　請求項１又は２に記載の回生電力制御システム。     A third heating element for warming the exhaust discharged from the engine;
    The power generation control unit supplies the regenerative power to the warm-up device and the third heating element during operation of the engine brake.
    The regenerative power control system according to claim 1 or 2.
  4. 　前記発電制御部は、前記エンジンブレーキの動作中に、前記回生電力を前記暖機デバイスよりも前記第３発熱体に先に供給開始することを特徴とする、
    　請求項３に記載の回生電力制御システム。     The power generation control unit starts supplying the regenerative power to the third heating element before the warm-up device during the operation of the engine brake.
    The regenerative power control system according to claim 3.
  5. 　前記発電機が発電した前記回生電力が充電されるバッテリーを更に備え、
    　前記発電制御部は、前記エンジンブレーキの動作中に、前記バッテリーの充電容量よりも大きい量の回生電力を得るように前記発電機を継続して動作させて、前記回生電力を前記暖機デバイスに供給することを特徴とする、
    　請求項１から４のいずれか１項に記載の回生電力制御システム。     A battery that is charged with the regenerative power generated by the generator;
    The power generation control unit continuously operates the generator so as to obtain a regenerative power of an amount larger than a charging capacity of the battery during the operation of the engine brake, and the regenerative power is supplied to the warm-up device. Characterized by supplying,
    The regenerative power control system according to any one of claims 1 to 4.
  6. 　前記発電機は、前記発電した前記回生電力を、前記バッテリーを介さずに、前記暖気デバイスに供給する、請求項５に記載の回生電力制御システム。 The regenerative power control system according to claim 5, wherein the generator supplies the generated regenerative power to the warming device without passing through the battery.
  7. 　前記暖機デバイスとして、前記エンジンの吸気通路内の吸気を暖める第１発熱体と、前記エンジンのシリンダ内の吸気を温める第２発熱体との少なくともいずれか一方と、
    　前記エンジンから排出される排気を温める第３発熱体と、
    　前記発電機が発電した前記回生電力が充電されるバッテリーと、を更に備え、
    　前記発電制御部は、前記エンジンブレーキの動作中に、前記回生電力を、前記バッテリーを介さずに、前記第１発熱体乃至前記第３発熱体の少なくともいずれか一方に供給することを特徴とする、請求項１に記載の回生電力制御システム。     As the warm-up device, at least one of a first heating element that warms the intake air in the intake passage of the engine and a second heating element that warms the intake air in the cylinder of the engine,
    A third heating element for warming the exhaust discharged from the engine;
    A battery charged with the regenerative power generated by the generator, and
    The power generation control unit supplies the regenerative power to at least one of the first to third heating elements without going through the battery during operation of the engine brake. The regenerative power control system according to claim 1.
  8. 　前記発電制御部は、前記エンジンのエンジンブレーキの動作中か否かを判定し、前記エンジンブレーキの動作中であると判定した場合に、前記発電機を継続して動作させて前記回生電力を前記暖機デバイスに供給することを特徴とする、
    　請求項１から７のいずれか１項に記載の回生電力制御システム。     The power generation control unit determines whether or not the engine brake of the engine is in operation, and when it is determined that the engine brake is in operation, the generator continuously operates to generate the regenerative power. Supplying to a warm-up device,
    The regenerative power control system according to any one of claims 1 to 7.
  9. 　前記エンジンから排出される排気を温める第３発熱体を更に備え、
    　前記発電制御部は、前記エンジンブレーキの動作中であると判定した場合に、前記発電機を継続して動作させて前記回生電力を前記暖機デバイス乃至前記第３発熱体の少なくとも一方に供給することを特徴とする、
    　請求項８に記載の回生電力制御システム。     A third heating element for warming the exhaust discharged from the engine;
    When it is determined that the engine brake is in operation, the power generation control unit continuously operates the generator to supply the regenerative power to at least one of the warm-up device and the third heating element. It is characterized by
    The regenerative power control system according to claim 8.
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