JP2011219041A - Series hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a series hybrid vehicle having both an electric vehicle mode and a hybrid vehicle mode.SOLUTION: The series hybrid vehicle includes a diesel engine 1 equipped with a storage battery 5, an electric motor 3 for running, and a generator 2 and includes a controller 4 for controlling them. The controller 4 controls such that a required electric power of the hybrid vehicle mode uses with priority a generated power from the generator 2, only for shortage, replenished from the storage battery 5, that excessive power generation of the generator 2 if any is applied to charging of the storage battery 5, and that the revolution speed of the generator 2 is varied for the purpose of having a constant exhaust temperature of the diesel engine 1. Exhaust gas from the diesel engine 1 is cleaned with NOx reduction catalyst using diesel as reducing agent and by an exhaust gas purifier 23 constituting DPF.

Description

  The present invention relates to a series hybrid type vehicle provided with an exhaust gas purifying device constituted by, for example, an electric vehicle mode and a hybrid vehicle mode.

  In general, an electric vehicle has an extremely large reduction effect on carbon dioxide emissions, and can be reduced by 75% compared to a gasoline engine. For this reason, the development of electric vehicles has been continued by various automobile manufacturers. However, even though current electric vehicles are equipped with a large amount of expensive lithium-ion batteries, their cruising range is about 1/3 that of gasoline engine vehicles of the same class, and fuel costs However, the vehicle price is more than three times, and it is necessary to travel several hundred thousand kilometers to fill the vehicle price difference. ing. In addition, infrastructure development such as high-speed charging equipment necessary for electric vehicles is also in the future, and there is a problem in charging the storage battery. Battery performance improvement is progressing rapidly, but the Ministry of Economy, Trade and Industry has set the battery performance suitable for electric vehicles and the target set in 2030, the output density is 7 times, and the price 1/40 has not yet been predicted. . For these reasons, electric vehicles have become widespread and it takes a long time to contribute to energy saving.

  2. Description of the Related Art Conventionally, a power generation control device for an electric vehicle that controls a generator and a generator driving engine at an operating point that can satisfy the temperature condition of each part while maintaining the power generation amount as much as possible is known. In the electric vehicle power generation control device, when there is a power generation request, a power generation request amount is obtained, and a basic operation point at which the best fuel consumption is obtained is set. When the catalyst temperature is lower than the set point, the basic operation point is set to the power generation request amount. If the temperature of each part is higher than the set value while maintaining the temperature, change to an operating point that can reduce the exhaust temperature while maintaining the required power generation. If it is high, change to an operating point that can effectively reduce the exhaust temperature. As a result, the temperature condition of each part can be satisfied while maintaining the power generation amount, and thus, for example, fuel efficiency, exhaust performance, and equipment deterioration are suppressed while maintaining power performance (for example, Patent Document 1). reference).

A control device for an engine-driven generator of a hybrid vehicle that reduces the amount of harmful gas generated is also known. In the control device, the ECU starts the engine and supplies the electric power generated by the generator to at least one of the battery and the motor. When the engine is started, the ECU controls the engine controller and the power generation control controller to set the engine speed and the generator field current to predetermined values. Thus, the engine can be operated with the engine load set to a predetermined value and the engine output and the rotational speed set to a predetermined value. Therefore, the exhaust temperature and the exhaust amount can be made appropriate, the engine warm-up operation time can be reduced, and the total harmful gas generation amount can be reduced (see, for example, Patent Document 2).

There is also known an exhaust emission control device for a hybrid electric vehicle that can reduce the amount of NO _x released from the engine of a series hybrid electric vehicle into the atmosphere. The exhaust purification system of a hybrid electric vehicle, interposed ammonia selective reduction type NO _X catalyst in an exhaust passage of the engine, providing the urea water injector for supplying urea water into the upstream side exhaust. After starting the engine according to the state of charge of the battery, the urea water supply is stopped until the exhaust temperature reaches a predetermined temperature, and the engine is operated in the first operation mode in which the fuel injection timing is retarded as a relatively large EGR rate. to suppress the emission of the NO _X from the engine body by operating, as well as operated in the second operation mode in which the exhaust temperature EGR rate of the engine reaches a predetermined temperature and the retard amount of the fuel injection timing is reduced, urea water is supplied performs selective reduction of the NO _X with ammonia selective reduction type NO _X catalyst (e.g., see Patent Document 3).

Further, when starting the series-type hybrid electric vehicle engine, without causing ammonia slip, the exhaust purification device of a hybrid electric vehicle to improve the exhaust purification efficiency of the ammonia selective reduction type NO _X catalyst is known. The exhaust purification system of a hybrid electric vehicle, interposed ammonia selective reduction type NO _X catalyst in an exhaust passage of the engine, providing the urea water injector for supplying urea water into the upstream side exhaust. When starting or stopping the engine according to the state of charge of the battery and controlling the urea water injector according to the operating state of the engine to stop the engine, the ammonia selective reduction type NO _{X is used} for a predetermined period before the stop. An adsorption amount increasing operation for increasing the ammonia adsorption amount to the catalyst is performed. When the engine is started again, the engine speed and load are gradually brought closer to the target values to moderate the engine exhaust temperature rise (see, for example, Patent Document 4).

JP 11-82093 A JP-A-5-328528 JP 2009-1115050 A JP 2009-113581 A

For electric vehicles, hybrid engines using an engine and an electric motor have been put into practical use for the above reasons, and if the amount of storage battery is increased and the distance is short, the engine is not driven and only the energy of the onboard storage battery is used. The plug-in hybrid car used is also planned to be released, but the mileage by the onboard storage battery is as short as about 20 km, and it is not sufficient at present. Further, mounting the engine, considering the thermal efficiency, but diesel engines are preferred, it diesel engine body is expensive, NO _X and particulate matter (hereinafter, PM and described) of problem solving and high cost for the exhaust gas purification of The current situation is that it has not been put into practical use because problem solving has not been overcome. Therefore, if an inexpensive and small diesel engine can be installed for power generation, the fuel consumption is low and the mileage can be extended.

However, when a diesel engine is used in a hybrid vehicle, it is necessary to comply with regulations for purifying NO _x and PM contained in exhaust gas emitted from the diesel engine, and it is important to provide an environmentally friendly diesel engine It is. In order to reduce NO _x in the exhaust gas, it is necessary to make NO _x harmless by reducing NO _x to N ₂ using a NO _x selective reduction catalyst (urea SCR) using urea as a reducing agent. Further, in order to effectively utilize the urea catalyst for purification of exhaust gas by oxidizing a portion of NO in the exhaust gas is arranged an oxidation catalyst upstream of the urea catalyst NO _2, NO _X purification rate It is known to be higher. In addition, it is necessary to improve the infrastructure for supplying urea, and a diesel particulate filter (hereinafter referred to as DPF) is required to collect and recycle PM. However, it is also a problem in mounting on vehicles, it is necessary to solve the problem of cost, and it has not yet been put into practical use.

An object of the present invention is to solve the above-mentioned problem, for example, while making a plug-in hybrid vehicle effectively using electric energy and adapting a power generation diesel engine to strict exhaust gas purification regulations. By making the diesel engine at a low cost as a whole, a diesel hybrid vehicle can be completed, contributing to energy savings and contributing to low CO ₂ emissions, and running the vehicle in electric vehicle mode or hybrid vehicle mode It is to provide a series hybrid type vehicle that can be made to operate.

The present invention includes a storage battery, an electric motor for traveling, an engine equipped with a generator, and a control device for controlling the electric motor for traveling, the generator and the engine, and uses only electric energy of the storage battery. A hybrid vehicle comprising: an electric vehicle mode that travels with the vehicle; and a hybrid vehicle mode that travels using the electric energy generated by the generator and the electric energy stored in the storage battery.
When the control device switches to the hybrid vehicle mode, the controller replenishes the power necessary for the hybrid vehicle mode with the generated power from the generator, preferentially from the storage battery, and When the generated power of the machine is excessive, control is performed to charge the storage battery with a difference from the necessary power, and the exhaust temperature of the engine is in a predetermined temperature range determined in advance. A diesel engine in which the fuel is light oil is used as the engine, and the diesel oil is discharged downstream of an exhaust gas passage for discharging exhaust gas from the diesel engine. the series hybrid type, characterized in that it the exhaust gas purifying device is mounted comprising a NO _X reduction catalyst and DPF used in the reducing agent On Dosha.

In this series hybrid type vehicle, the exhaust temperature controlled within the predetermined temperature range is determined by the temperature at which the NO _x reduction catalyst is activated and the activity of the combustion reaction of PM contained in the exhaust gas. It is determined by the temperature to be converted. Moreover, the said control apparatus controls the rotational speed of the said diesel engine according to the electric power generated by the said generator.

Further, in this series hybrid type vehicle, the NO _x reduction catalyst and the DPF are configured in an integrated structure from a columnar body in which corrugated strips formed by bending a metal mesh into a refracting path from a ridge line and a groove are stacked, The NO _x reduction catalyst is supported on the surface of the catalyst. Alternatively, the NO _x reduction catalyst and the DPF are constructed in a single structure from a wall flow type honeycomb made of ceramics, and the NO _x reduction catalyst is supported on the surface of the ceramics.

  In this series hybrid type automobile, the exhaust temperature of the engine is controlled to be 370 ° C. to 430 ° C. by controlling the amount of fuel supplied to the engine by the control device.

In the series hybrid type automobile, the engine is a premixed compression ignition diesel engine. The light oil used for the reducing agent is supplied from a reducing light oil injection valve disposed in the exhaust gas passage on the upstream side of the NO _x reduction catalyst, and NO _x contained in the exhaust gas is changed to N ₂ . The exhaust gas is converted to purify the exhaust gas.

In this series hybrid type vehicle, as described above, since the exhaust gas purification device is provided in the diesel engine for power generation, NO _x, particulate matter and SOF (soluble organic component) discharged from the diesel engine. The harmful components of PM can be eliminated. In particular, since the driving state of the diesel engine is controlled within a predetermined exhaust temperature range, a catalyst such as a NO _x reduction catalyst is activated and PM Combustion reaction can be activated, toxic components can be effectively purified and eliminated, environment-friendly configuration can be achieved, and the amount of power generated by the generator is constantly controlled by the exhaust temperature of the diesel engine since, up durability becomes NO _X reduction catalyst and an oxidation catalyst such as long life, since use of gas oil fuel as the reducing agent, requiring supply pipe only Since the tank for the catalyst is not required, and the exhaust temperature is controlled to an appropriate temperature, the diesel engine and generator can be downsized, and the entire system can be downsized, and a fuel-efficient vehicle can be manufactured at low cost. It is possible to provide a series hybrid type vehicle that can be used.

1 is a schematic explanatory view showing a basic concept of a series hybrid type automobile according to the present invention. 3 is a graph showing the relationship of the NO _x purification rate with respect to the exhaust temperature in the NO _x reduction catalyst. On NO _X reduction catalyst is a graph showing the relationship between the combustion ratio of exhaust gas temperature and PM (soot and SOF). 1 is a schematic mechanism diagram showing an embodiment of a series hybrid type automobile according to the present invention. FIG. 5 is a block schematic diagram showing a basic configuration of the series hybrid type automobile of FIG. 4. It is a schematic explanatory drawing which shows the system provided with the exhaust gas purification apparatus integrated in the series hybrid type motor vehicle of FIG. FIG. 5 is a schematic explanatory view showing another embodiment of the exhaust gas purifying apparatus incorporated in the series hybrid type automobile of FIG. 4. FIG. 6 shows an example of a filter in the exhaust gas purifying apparatus incorporated in the series hybrid type automobile of FIG. 6, A is a porous ceramic, and B is a schematic explanatory view showing a state in which a NO _x reduction catalyst is attached to the surface of the ceramic. is there. FIG. 7 is a schematic perspective view showing an example of a columnar body made of a corrugated strip, showing a wire mesh type of a filter in an exhaust gas purification apparatus incorporated in the series hybrid type automobile of FIG. 6. 9 is a front view showing a wire mesh type filter and showing a columnar body on which corrugated strips are stacked. FIG. 9 is a side view showing a columnar body on which a corrugated sheet band is overlapped, showing a wire mesh type filter.

  Embodiments of a series hybrid type vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic explanatory view showing the basic concept of a series hybrid type automobile according to the present invention. The series hybrid type vehicle according to the present invention is, for example, a vehicle 28 using a light vehicle class, and is mainly intended for use in the Tokyo metropolitan area. It is a general-purpose type that can be used widely by making it possible, and is a car 30 that aims to contribute to energy saving by providing and disseminating it at a minimum price compared to the current gasoline engine car. Therefore, the automobile 30 is provided with a fuel tank 22 for supplying light diesel fuel to the diesel engine 1, and the storage battery 5 mounted on the vehicle 28 is configured to be a minimum, that is, a small size. The system is configured such that an ultra-small clean diesel engine 1 is mounted and the shortage of the storage battery 5 is compensated by the electric energy generated by the generator 2. In the diesel engine 1, the light oil in the fuel tank 22 is pressurized by the fuel pressurizing pump 14 and supplied from the fuel injection nozzle 13 to the combustion chamber through the supply pipe 37. The storage battery 5 is composed of, for example, a minimum lithium ion battery that can be charged overnight with a household 100V power source and that can cover the distance that the user travels in one day.

In this series hybrid type automobile, the storage battery 5 mounted on the vehicle 28 is minimized, so that the diesel engine 1 is driven to generate electric power by the generator 2 as an electric energy supplement, and the exhaust discharged from the diesel engine 1 is also generated. An exhaust gas purifying device 23 for purifying gas is provided, and is configured to be implemented at a low cost and in a compact manner, whereby high energy saving can be obtained during power generation traveling. If an exhaust gas purifying device of a type that serves both as a NO _x reduction catalyst and a DPF (diesel particulate filter) is used as the exhaust gas purifying device 23, the device itself can be further miniaturized. The diesel engine 1 is ultra-compact for power generation, and the generator 2 is controlled by the control device 4 so as to drive the diesel engine 1 and generate power as necessary. In particular, the diesel engine 1 has an operating load that is always set within a predetermined range, and maintains an exhaust temperature in an optimum temperature range for purifying NO _x and PM, while maintaining high thermal efficiency in that range. The engine specifications are decided to obtain. Further, an exhaust gas purification device 23 is disposed in the exhaust gas passage 24 for exhausting exhaust gas from the diesel engine 1. Although the exhaust gas purifying device 23 is not described in detail here, it is a type having both functions of DPF and HC-SCR (nitrogen oxide reducing device using light oil as a reducing agent), and exhaust gas is effectively used. It is configured to purify. That is, in the exhaust gas discharged from the diesel engine 1, NO _X, since soot and soluble organic components (SOF) of the particulate matter or the like (PM) are included, in order to practical use as an automobile 30 Therefore, it is important to purify the exhaust gas discharged from the engine 1.

  This series hybrid type vehicle generally has an engine 1 equipped with a storage battery 5, a traveling motor 3, and a generator 2, and a control device 4 for controlling the traveling motor 3, the generator 2 and the engine 1 mounted on the vehicle 28. is doing. In this series hybrid type vehicle, as shown in FIG. 4, the drive wheel 31 is operated by rotating the axle 6 of the drive shaft through the drive gear 7 by the operation of the electric motor 3, and the electric motor 3 is controlled by the control device 4. Accordingly, it is directly operated by electric energy from the storage battery 5 or generated energy generated by the generator 2 by driving the diesel engine 1. An accelerator signal 8 and a brake signal 9 are input to the control device 4, and the control device 4 operates the motor 3 in response to these signals. The diesel engine 1 has an intake manifold 38 and an exhaust manifold 39, an exhaust gas passage 24 is connected to the exhaust manifold 39, and an exhaust gas purification device 23 is installed in the exhaust gas passage 24. The generator 2 generates power by driving the engine 1 as necessary. The electric motor 3 operates for running the vehicle 28, and its energy is regenerated and stored in the storage battery 5 during braking.

  As shown in FIG. 5, the control device 4 mainly includes an inverter 10 that outputs a three-phase alternating current 35, a DC-DC converter 11 that converts direct current into alternating current, and an electro that controls the inverter 10 and the DC-DC converter 11. A control unit (ECU) 12 is used. The ECU 12 is a brain that can control the vehicle driving by the generator 2 and the electric motor 3 as a whole. The three-phase alternating current 35 generated by the generator 2 by driving the diesel engine 1 is input to the inverter 10 of the control device 4. The electric motor 3 is operated by the three-phase AC 35 from the inverter 10 and rotates the axle 6 of the driving shaft via the driving gear 7 to drive the driving wheel 31.

As shown in FIG. 6, this series hybrid type vehicle includes an exhaust gas purification device 23, and the control device 4 detects a temperature signal from a temperature sensor 15 that detects the temperature of the exhaust gas flowing through the exhaust gas passage 24. , A vehicle speed signal from a vehicle speedometer (not shown) provided in the automobile 30, an accelerator signal 8 of an accelerator provided in the vehicle 28, and a brake signal 9 from a brake are input. Further, the control device 4 controls the driving of the diesel engine 1 in order to control the operation of the generator 2 so as to generate the amount of power generated according to the engine speed and the engine load. That is, in order to supply an appropriate predetermined amount of fuel to the combustion chamber of the diesel engine 1, the control device 4 supplies the fuel from the fuel tank 22 to the combustion chamber of the diesel engine 1 through the fuel pressurizing pump 14. Control the amount of fuel. Further, the control device 4 performs the injection amount of fuel, that is, light oil from the fuel injection nozzle 13 to be injected into the engine 1, the output and rotation speed of the electric motor 3 that causes the vehicle 28 to travel, and the reduction light oil injection to be injected into the exhaust gas passage 24. The injection amount of the light oil used for the reducing agent from the valve 16 is controlled. In this series hybrid type automobile, the light oil used as the reducing agent can be the light oil in the fuel tank 22 that is the fuel of the diesel engine 1, and is pressurized by the reducing light oil pressure pump 17 and used for reduction through the supply pipe 36. It can be supplied from the light oil injection valve 16 to the upstream side of the NO _x reduction catalyst 20 of the exhaust gas purifying device 23 installed in the exhaust gas passage 24, and a separate reducing agent tank is unnecessary.

  In general, this series hybrid type vehicle is driven directly by the electric vehicle mode in which the electric vehicle 3 is driven by driving the electric motor 3 with the electric energy of the storage battery 5 and the electric power generated by the generator 2 by driving the engine 1. Thus, the vehicle 28 is driven, or the vehicle 3 is driven by driving the electric motor 3 with the electric energy stored in the storage battery 5. When driving the motor 3 by driving the motor 3 in the hybrid vehicle mode, the control device 4 receives from the accelerator signal 8 and the brake signal 9 the driver's intention to the vehicle 28 traveling speed, acceleration, deceleration, etc. Then, the axle 6 of the vehicle 28 is driven. Alternatively, in the series hybrid type automobile, when the vehicle 28 is braked, the electric motor 3 is driven from the axle 6, and the electric motor 3 serves as a generator to regenerate the brake load into electric energy and store it in the storage battery 5.

  In this series hybrid type vehicle, when the vehicle 28 is driven, the electric energy necessary for the electric motor 3 is generated by the generator 2 driven by the engine 1, and the electric energy is consumed directly for rotating the axle 6. At this time, the storage battery 5 is not charged with electric energy. The engine 1 that drives the generator 2 is controlled by the fuel injection amount of light oil from the fuel injection nozzle 13 to the combustion chamber. At this time, the temperature sensor 15 detects the exhaust gas temperature, that is, the exhaust temperature, The control device 4 controls the generated power of the generator 3 so that the exhaust temperature falls within a predetermined temperature range. For example, when the temperature is lower than the target exhaust temperature, the generated power of the generator 3 is controlled. When the amount is increased and higher than the target exhaust temperature, control is performed so as to decrease the amount of power generated by the generator 3. It is preferable that the power consumption amount MP required for the electric motor 3 and the power generation amount GP of the generator 2 are equal. However, when there is a difference between MP and GP and GP> MP, the difference power is supplied to the storage battery 5. When charging is performed and MP> GP, the electric power of the difference is supplied from the storage battery 5 to the motor 3 to make up for it, thereby maintaining the exhaust temperature of the exhaust gas within a predetermined temperature range determined in advance. To control.

This series hybrid type vehicle is equipped with an exhaust gas purification device 23, and in particular, an NO _x reduction catalyst 20 using light oil as a reducing agent downstream of an exhaust gas passage 24 for discharging exhaust gas from the diesel engine 1. An exhaust gas purifying device 23 made of DPF is mounted. Diesel engine 1, the fuel is a diesel fuel, by the use of diesel fuel as a reducing agent used in the purification of the NO _X in the exhaust gas purifying device 23, eliminating the need for a reducing agent tank or the like for the reducing agent, the device itself Effective for downsizing and cost reduction. FIG. 2 shows the relationship between the exhaust temperature in the NO _x reduction catalyst and the NO _x purification rate. FIG. 3 shows the gas temperature and the soot combustion ratio on the NO _x reduction catalyst. According to the NO _x purification rate in FIG. 2 and the soot combustion ratio in FIG. 3, it is as follows. That is, as can be seen from Figure 2, in the temperature range of the NO _X purification rate is 500 ° C. from 350 ° C., NO _X reducing agent is understood to activate. Further, as can be seen from FIG. 3, soot deposited on the NO _x reduction catalyst starts to combust at about 300 ° C., becomes active from about 370 ° C., and PM combusts actively at 600 ° C. From this, the exhaust temperature is preferably 375 ° C. or higher. NO _X reduction catalyst 20 of the selective reduction with a light oil as the reducing agent, in the NO _X purification rate 350 to 450 ° C. although lower at low temperature can be obtained NO _X purification rate of 90% or more. Therefore, it exhaust temperature of the exhaust gas is within a predetermined temperature range, it is effective to up NO _X purification rate, therefore, in this series hybrid type motor vehicle, the range of the predetermined exhaust temperature, exhaust gas In view of the effectiveness of the purification device, it can be seen that 350 ° C. to 450 ° C. is preferable. Actually, since the exhaust temperature and the temperature of the carrier carrying the catalyst in the exhaust gas purifying device 23 are delayed by about 20 ° C., the effectiveness of the NO _x reduction catalyst 20 or the like is maintained in order to keep the exhaust temperature within a certain temperature range. Is considered, the range of 370 ° C. to 430 ° C. is preferable.

In this series hybrid type automobile, the exhaust gas purifying device 23 can carry out the purification of PM and the purification of NO _x at the same time by carrying the NO _x reduction catalyst 20 on the ceramic filter or the wire mesh filter. The device 23 can be reduced in size and can be configured as a low-cost system. As shown in FIG. 7, the exhaust gas purifying device 23 converts the PM collected by the filter into NO ₂ by converting the NO contained in the exhaust gas into NO ₂ by the oxidation catalyst 21 provided upstream of the NO _x reduction catalyst 20. It is also possible to burn the PM at a low temperature with the NO ₂ thus made, and in that case as well, it is important to downsize the oxidation catalyst 21. As for the oxidation catalyst 21, for example, by forming a wire mesh in which wires described later are three-dimensionally knitted into a special shape, the oxidation catalyst 21 can be reduced in size, and NO _x and PM can be simultaneously reduced at a low cost.

For example, when the exhaust gas purifying device 23 is a ceramic honeycomb in which the carrier is constructed from a wall flow type honeycomb composed of a ceramic porous material 29 in an integral structure, as shown in FIG. The outlets are alternately sealed, and the NO _x reduction catalyst 20 is supported on the surface of the honeycomb ceramics. In the NO _x reduction catalyst 20, NO _x is reduced to N ₂ by light oil as a reducing agent injected from the reducing light oil injection valve 16. Alternatively, PM collected by the porous ceramics 29 is oxidized and lost to CO ₂ , H ₂ O, etc. on the NO _x reduction catalyst 20 and rendered harmless. Further, as shown in FIG. 7, the mixing vane 19 disposed upstream of the exhaust gas purification device 23 uniformly distributes light oil injected from the reducing light oil injection valve 16 to the exhaust gas purification device 23. Fulfills the function of supplying The exhaust gas purification device 23 can be provided with an oxidation catalyst 21 upstream of the NO _x reduction catalyst 20, and the oxidation catalyst 21 is used by the oxidation catalyst 21 when the amount of PM in the exhaust gas discharged from the engine 1 is large. NO is converted into NO ₂ , and PM trapped in the wire mesh or porous ceramic 29 by NO ₂ is burned at a low temperature and disappears. The NO _x reduction catalyst 20 is preferably one in which silver is supported on alumina, and NO _x can be reduced to N ₂ .

  This series hybrid type vehicle is as described above, and when the control device 4 is switched to the hybrid vehicle mode, the required power in the hybrid vehicle mode preferentially uses the generated power from the generator 3 and only the shortage. When the generated power of the generator 3 becomes excessive, the difference is charged into the storage battery 5 so that the exhaust temperature of the engine 1 falls within a predetermined temperature range determined in advance. Control is performed so that the amount of generated power necessary for traveling can be secured by changing the rotational speed of the generator 2. In this series hybrid type automobile, a premixed compression ignition diesel engine is used as the engine 1 in order to drive the automobile 30 within a predetermined range by controlling the exhaust temperature within a certain range.

In this series hybrid type automobile, the DPF can be made of the wall flow type ceramic honeycomb 18 as the exhaust gas purifying device 23 as described above, but can be constituted by the wire mesh strip 33. As the wire net type exhaust gas purifying device 23, for example, the exhaust gas purifying device disclosed in Japanese Patent Laid-Open Nos. 2008-296210 and 2009-671 previously developed by the present inventor can be used. . Therefore, here, the wire net type exhaust gas purifying device 23 will be briefly described with reference to FIG. 9, FIG. 10, and FIG. A wire mesh is formed on the wire mesh strip 33, and the wire mesh strip 33 is formed so as to be composed of the ridge line 32 and the groove 34, and the ridge line 32 is refracted to form the refraction path 25. Next, a corrugated sheet strip 26 having a refractive path 25 is overlapped or rolled up to form a columnar body 27, which is configured as a carrier. In this wire mesh type, the refractive path 25 mainly forms a passage through which exhaust gas flows, and the flow of exhaust gas becomes smooth without resistance, and PM collection and PM oxidation reaction can be promoted. Exhaust gas purifying device 23 of this wire mesh type, use what the surface of the wire net constituting the corrugated band 26 as a carrier for exhaust gas purification was supported NO _X reduction catalyst 20, a reduction reaction of the NO _X Promote.

In this series hybrid type vehicle, the control device 4 is configured to control the rotational speed of the diesel engine 1 by the amount of power generated by the generator 2 provided in the diesel engine 1. As for the exhaust gas purifying device 23, as described above, the NO _x reduction catalyst 20 and the DPF are a columnar body in which the corrugated belt body 26 obtained by folding the wire mesh strip 33 into the corrugated sheet shape having the refractive path 25 is overlapped. 27 is integral structure from, NO _X reduction catalyst 20 is supported on the surface of the corrugated strip 26. Alternatively, the NO _x reduction catalyst and the DPF are constituted by a wall flow type ceramic honeycomb 18 made of ceramics in an integral structure, and the NO _x reduction catalyst 20 is supported on the ceramic surface.

Further, in this series hybrid type automobile, the control device 4 is set so as to control the exhaust temperature of the diesel engine 1 to be within a temperature range of 370 ° C. to 430 ° C. As the reducing agent in the exhaust gas purifying device 23, using a light oil of fuel stored in the fuel tank 22, NO _X reduction catalyst 20 on the upstream side of the exhaust gas passage is disposed in the 24 reduced for light oil injection valve 16 The diesel oil is injected and supplied, and NO _x contained in the exhaust gas is converted to N ₂ to purify the exhaust gas.

  The series hybrid type vehicle according to the present invention is preferable, for example, for use in an environment-friendly vehicle that is inexpensive, has low fuel consumption, and does not emit harmful components.

1 engine (diesel engine)
2 Generator 3 Electric motor 4 Control device 5 Storage battery 16 Light oil injection valve for reduction 18 Ceramic honeycomb (wall flow type)
20 NO _X Reduction Catalyst 23 Exhaust Gas Purifier 24 Exhaust Gas Passage 25 Refraction Path 26 Corrugated Plate 27 Columnar 28 Vehicle 30 Automobile 32 Ridge Line 33 Wire Mesh Band 34 Groove

Claims (8)

A storage battery, an electric motor for traveling, an engine equipped with a generator, and a controller for controlling the electric motor for traveling, the generator and the engine are mounted on a vehicle, and the electric vehicle travels using only electric energy of the storage battery. In a hybrid vehicle comprising a vehicle mode and a hybrid vehicle mode that travels using the electric energy generated by the generator and the electric energy stored in the storage battery,
When the control device switches to the hybrid vehicle mode, the controller replenishes the power necessary for the hybrid vehicle mode with the generated power from the generator, preferentially from the storage battery, and When the generated power of the machine is excessive, control is performed to charge the storage battery with a difference from the necessary power, and the exhaust temperature of the engine is in a predetermined temperature range determined in advance. It is controlled so as to secure the necessary generated power by changing the rotation speed,
Using diesel engine fuel is diesel fuel as the engine, the exhaust gas purifying device comprising a NO _X reduction catalyst and a DPF using the light oil downstream of the exhaust gas passage for discharging exhaust gas from the diesel engine to the reducing agent A series hybrid type car characterized by wearing. The exhaust temperature controlled within the predetermined temperature range is determined by a temperature at which the NO _x reduction catalyst is activated and a temperature at which the combustion reaction of PM contained in the exhaust gas is activated. The series hybrid vehicle according to claim 1.   The series hybrid vehicle according to claim 1, wherein the control device controls the rotational speed of the diesel engine according to the generated power of the generator. The NO _X reduction catalyst and the DPF are configured in a unitary structure from a columnar body in which corrugated strips formed by bending a metal mesh into a refracting path from a ridge line and a groove, and the NO _X reduction catalyst is formed on the surface of the metal mesh. The series hybrid type automobile according to any one of claims 1 to 3, wherein is carried. 4. The NO _x reduction catalyst and the DPF are integrally formed of a wall flow type honeycomb made of ceramics, and the NO _x reduction catalyst is supported on the surface of the ceramics. The series hybrid type vehicle according to any one of the above.   6. The exhaust temperature of the engine is controlled to be 370 ° C. to 430 ° C. by controlling a supply amount of fuel supplied to the engine by the control device. The series hybrid type vehicle according to item 1.   The series hybrid vehicle according to any one of claims 1 to 6, wherein the engine is a premixed compression ignition diesel engine. The light oil used for the reducing agent is supplied from a reducing light oil injection valve disposed in the exhaust gas passage upstream of the NO _x reduction catalyst, and converts NO _x contained in the exhaust gas into N _2. The series hybrid vehicle according to any one of claims 1 to 7, wherein the exhaust gas is purified.

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