JPH09236010A - Hybrid electric vehicle - Google Patents

Abstract

(57) Abstract: A diesel particulate filter device (6) is provided in an engine generator (A) of a hybrid electric vehicle. When a filter (7) is clogged, a combustion heater (8) and an air pump (10) are used. The regeneration process of the filter that burns the particulates is performed. The process is
This was done when the pressure difference before and after the filter and the traveling distance reached a predetermined value, but there were problems that the cost was high and that charging of the battery had to be interrupted. SOLUTION: The operating time of the engine after the previous regeneration processing is integrated by a timer 17-1, and each time charging is finished, the operation is performed for one time, which is slightly longer than the operating time for one operation of the engine. The time setting value is added to obtain the minute operating time predicted value until the next time. If the predicted value is longer than the collection limit time of the filter, the regeneration process is performed while the engine is currently stopped. As the filter becomes older, the collection processing time can be shortened or the regeneration processing time can be lengthened to perform the regeneration processing corresponding to the deterioration of the filter.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid electric vehicle equipped with a battery and an engine generator for charging the battery as a power source for a drive motor, and more particularly to a diesel particulate equipped in an exhaust pipe of the engine. The present invention relates to a hybrid electric vehicle with improved filter regeneration control.

[0002]

2. Description of the Related Art Among electric vehicles, there is a so-called hybrid electric vehicle that runs while charging a battery by starting an engine generator when a battery for supplying power to a drive motor is exhausted. The power generating device is composed of an engine and a generator, but when a diesel engine is used as the motor, the diesel particulates are trapped in the exhaust pipe to collect the particulates contained in the exhaust gas. A filter device (hereinafter, abbreviated as “DPF device”) may be provided.

In addition to a filter for collecting particulates, the DPF device is provided with a combustion heater or a burner for burning the collected particulates.
These are for regenerating the filter. As more particulates are trapped, the filter becomes increasingly clogged and no longer functions.

Therefore, when the clogging reaches a certain level, a so-called filter regeneration process is performed in which the particulates are burned by a combustion heater or the like. As a technique for regenerating such a DPF device of a diesel engine,
Conventionally, the following has been proposed.

(First Prior Art) When the filter is clogged, the air pressure on the inlet side of the DPF device becomes higher than the air pressure on the outlet side. Therefore, pressure sensors are installed on the inlet side and the outlet side of the DPF device, and when the pressure difference exceeds a predetermined value, it is determined that the clogging to the extent that regeneration processing is required has been reached, and the combustion heater or burner is used. It is a technique of burning particulates.

(Second Prior Art) The second prior art is a technology in which a fixed traveling distance interval or a constant traveling time interval is set in advance, and a filter regeneration process is performed for each interval. This is because the amount of particulates trapped in the filter increases as the mileage and the traveling time increase, so when they reach a certain value, the particulates will also become clogged. It is based on the idea.

Prior art documents relating to the regeneration processing technology of a DPF device for a diesel engine include, for example, JP-A-55-57637 and JP-A-3-199616.

[0008]

[Problems to be Solved by the Invention]

(Problem) The above-mentioned conventional techniques have the following problems, respectively. The first conventional technique has a problem in that a pressure sensor having excellent heat resistance must be used, resulting in high cost, and a pressure difference may exceed a predetermined value due to a transient pressure fluctuation. There is a problem that the reproduction process is started.

In the second conventional technique, the amount of particulates trapped by the filter varies depending on whether the vehicle travels at low speed or at high speed even if the traveling distance and traveling time are the same. It is often too early or too late.

In any of the above-mentioned prior arts, it is during engine operation that it is necessary to detect clogging and perform filter regeneration processing. Therefore, when performing filter regeneration processing, exhaust gas is regenerated. It is necessary to provide a bypass passage for bypassing the filter so as not to be guided to the inner filter, or to provide a plurality of DPF devices and switch the exhaust passage, which causes a problem of high cost. . An object of the present invention is to provide a DPF device regeneration processing technique for a hybrid electric vehicle that does not have the above problems.

[0011]

In order to solve the above-mentioned problems, the present invention uses a battery as a power source of a drive motor and a diesel engine as an engine, and is started when the remaining capacity of the battery becomes low. And a diesel generator filter device for collecting particulates, and a filter regeneration processing means for regenerating a filter of the diesel particulate filter device. In a hybrid electric vehicle equipped with, means for accumulating the operating time of the engine after the previous filter regeneration processing, and when the engine generator stops after charging,
Means for adding the one-time operation time set value of the engine power generator to the integrated value to obtain the minute operation time predicted value until the next time, and the next minute operation time predicted value from the preset collection limit time. If it becomes large, it is decided to operate the filter regeneration processing means while the engine generator is stopped this time. It should be noted that the engine may not be activated during the filter regeneration process.

Further, in the hybrid electric vehicle, a counter for counting the number of times of operation of the filter regeneration processing means and a collection limit time setting map determined to give a shorter collection limit time as the number of times of operation is larger are provided. Equipment
The filter regeneration processing means is activated when the engine operating time integrated value is equal to or longer than the collection limit time defined by the map.

Alternatively, in the hybrid electric vehicle, a regeneration operation time measuring means for measuring an operation time of the filter regeneration processing means, a counter for counting the number of times of operation of the filter regeneration processing means, and a greater number of the activation times. A regeneration operation time setting map that is set to set a long filter regeneration operation time, and the operation of the filter regeneration processing means is performed when the operation time of the filter regeneration processing means is equal to or longer than the set regeneration operation time defined by the map. Decided to stop.

Further, in the hybrid electric vehicle, a counter for counting the number of times of operation of the filter regeneration processing means, a life warning means for notifying that the filter has reached the end of its life, and the number of times of operation for a predetermined number of predetermined lives And a means for activating the life warning means when the temperature exceeds the limit. At that time, the operation of the engine generator may be prohibited. Further, in the hybrid electric vehicle, a counter that counts the number of times of operation of the filter regeneration processing unit, a life advance warning unit that notifies that the life of the filter is approaching, and a number of times when the number of times of operation has predetermined predetermined life advance start And a means for activating the life advance warning means when the temperature exceeds the limit.

(Outline of operation to be solved) A diesel particulate filter device provided in an exhaust pipe of an engine of a generator control device, when the filter is clogged, a particulate heater is ignited by a combustion heater and an air pump is used. A filter regeneration process of supplying air for combustion is performed. The operation time of the engine after the previous filter regeneration processing is integrated by the engine operation time integration timer, and each time the engine is stopped after the charging is finished, the integrated value is slightly longer than the operation time of the engine once. The large one-time operation time set value is added to obtain the minute operation time predicted value until the next time. If the predicted value is longer than the collection limit time that can collect the particulates, the filter regeneration process is performed while the engine is currently stopped.

In the present invention, it is not necessary to provide an expensive pressure sensor, and since the filter regeneration process is always performed while the engine is stopped, it is not necessary to provide a passage for bypassing the filter or to provide a plurality of filters. Will be cheaper.

The filter in the DPF device gradually deteriorates as it is repeatedly subjected to filter regeneration processing.
By shortening the collection limit time or lengthening the filter regeneration processing time according to the progress of deterioration, the regeneration processing can be appropriately performed. Further, by monitoring the number of times of filter regeneration processing, it is possible to warn that the life of the filter is approaching or to notify that the life of the filter has been reached.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Some embodiments of the present invention will be described in detail below with reference to the drawings. (First Embodiment) FIG. 1 is a block diagram showing a hybrid electric vehicle according to a first embodiment of the present invention.
In FIG. 1, A is an engine generator, 1 is an engine controller, 2 is an engine, 3 is an exhaust manifold, 4 is a generator controller, 5 is a generator, 6 is a DPF device, 7 is a filter,
8 is a combustion heater, 9 is an exhaust pipe, 10 is an air pump, 1
1, 12 are switch means, 13 is a voltage converter, 14
Is a key switch, 15 is an accelerator pedal sensor, 16 is a selector switch, 17 is a vehicle control device, 17-1 is an engine operating time integration timer, 17-2 is a combustion timer, 17
-3 is a battery remaining capacity memory, 17-4 is a minute operation time prediction value memory until the next time, 18 is a battery, and 19 is a drive motor.

The battery 18 is a high-voltage (eg, 300 V), large-capacity battery that is sufficient to drive the drive motor 19, and is connected to the vehicle control device 17. Battery 18 is also connected to voltage converter 13 to convert the voltage to the low voltage required by other electrical loads. Vehicle control device 17
Has a CPU and a memory (not shown), and is configured like a computer. In addition to the key switch 14, an accelerator pedal sensor 15 that issues a driving operation signal, a selector switch 16, and the like are connected to the vehicle control device 17, and the vehicle control device 17 determines, based on signals from these,
The drive of the drive motor 19 is controlled.

Further, the vehicle control device 17 includes a battery 18
The remaining battery capacity is calculated from the voltage and current supplied from the
Emit a signal to activate. The engine generator A is the engine 2
And the generator 5 as a main component, and the generator 2 serves as the generator 5
It is a device for driving to generate electricity. The power generation output is connected so as to be supplied to the battery 18. When the battery 18 is charged and the remaining capacity rises to a predetermined value, a signal for stopping the engine generator A is issued.

The engine control device 1 receives a signal from the vehicle control device 17 and performs start / stop control and rotation speed control of the engine 2. Normally, the battery 18 is charged by the generator 5
Is driven at a constant rotation, the motor 2 is controlled to a constant rotation. The generator control device 4 controls the generated voltage and generated current of the generator 5 while considering the voltage and current of the battery 18.

A DPF device 6 is provided in the middle of an exhaust pipe 9 connected to the exhaust manifold 3 of the engine 2. The DPF device 6 includes a filter 7 and a combustion heater 8. A sufficient amount of air is required for good combustion by the combustion heater 8, but an air pump 10 is connected to the DPF device 6 to supply the air.

Power is supplied to the combustion heater 8 and the air pump 10 from the voltage converter 13 via the switch means 11 and 12, respectively. The switch means 11, 1
On / off of 2 is controlled by a control signal from the vehicle control device 17 when performing the filter regeneration process. Therefore, the combustion heater 8, the air pump 10, the switch means 1
1, 12 and the voltage converter 13 constitute a filter regeneration processing means.

The particulates collected in the filter 7 are ignited by the combustion heater 8 and the air pump 1
Combustion is continued by the air supplied from 0. Once ignited, the power supply to the combustion heater 8 may be stopped, but in order to ensure combustion or depending on the type of filter, it is necessary to supply power until the end of combustion. However, since it is necessary to supply oxygen during combustion, the air pump 10 is energized until the time when combustion is considered to end.

The engine operating time integration timer 17-1 is a timer for integrating the time during which the engine 2 is operating.
Each time the engine 2 is operated, the operation time is added up, and when the filter regeneration process is started (that is, when the combustion heater 8 and the air pump 10 are turned on), the added value is returned to 0 (reset). . The operation time can be calculated, for example, by the time from when the start signal is issued to the motor control device 1 until when the stop signal is issued.

The combustion timer 17-2 is a timer for measuring the time during which the combustion heater 8 or the air pump 10 is energized. In other words, it is a timer that measures the time during which the filter regeneration processing means is operating. The measurement is started when the filter regeneration process is started, and when the time reaches a predetermined time as the time to energize the air pump 10 and the energization to the air pump 10 is finished, the value is returned to 0 (reset).

The battery remaining capacity memory 17-3 is a memory for recording the latest battery remaining capacity calculated based on the voltage and current of the battery 18. The calculation is performed every time when the flowchart shown in FIG. 2 is flown. Until the next time, the minute operating time predicted value memory 17-4 assumes that when the engine generator A is operated by the next battery charging operation, the integrated value of the operating time is at this value when it is finished. This is a memory that records the predicted value.
Engine operating time integration timer 17-1, combustion timer 17-
2, the remaining battery capacity memory 17-3, the next minute operating time prediction value memory 17-4, the vehicle control device 17 in FIG.
Although it is provided inside, it can be provided outside.

Next, the control operation will be described. FIG. 2 is a flowchart illustrating control of the DPF device of the hybrid electric vehicle according to the first embodiment of the present invention. In the first embodiment, the combustion heater 8 is energized until the particulates are ignited (not until the end of combustion). When the key switch 14 is turned on, this flowchart is started, and the processing after step 2 is repeatedly performed in a short cycle.

Step 1 ... The ON signal of the key switch 14 sets the state of values and signals related to the control of the DPF device 6 to the initial state. That is, the engine operation time integration timer 17-1 is stopped, the combustion timer 17-2 is stopped, and the value thereof is reset. Further, the engine generator A is stopped (the signals to the engine controller 1 and the generator controller 4 are turned off), and the energization to the combustion heater 8 and the air pump 10 is stopped (to the switch means 11 and 12). Control signal is off). However, the engine operating time integration timer 17-1
The value of is held even while the key switch 14 is OFF. In most cases, the operation is already stopped or turned off, but this state is surely performed in step 1.

Step 2 ... Checks whether the combustion timer 17-2 is operating. Immediately after the key switch 14 is turned on, the operation proceeds to step 3 because the key switch 14 has not been operated.
However, when it comes to step 2 after going around this flowchart several times, not just immediately, it may be activated,
At that time, the process proceeds to step 15. Step 15 to 2
The processes up to 1 are processes related to combustion stop.

Step 3 ... The fact that the combustion timer 17-2 is not operating means that the particulates are not burning, but at this time, it is checked whether or not the engine generator A is operating. . According to the investigation at the time when this flowchart flowed last time, if the remaining capacity of the battery 18 is large, it is not operated, but if it is small, it should be operated.

Step 4 ... Battery remaining capacity memory 17
It is checked whether or not the battery remaining capacity recorded in -3 is equal to or greater than the required charging start value P ₂ . The charge start required value P ₂ is
This is a battery remaining capacity value reduced to such an extent that charging needs to be started, and is set in advance in consideration of the characteristics of the battery 18.

Step 5: If it is smaller than the required charging start value P ₂ , it is necessary to start the engine generator A to start charging. Therefore, the engine operating time integration timer 17-1 is started. Step 6 ... At the same time, a signal is sent to the engine control device 1 and the generator control device 4 to operate the engine generator A. Thus, the power generation of the generator 5 is started and the battery 18 is charged.

Step 7 ... The power generating apparatus A is activated in Step 3.
Is operating (that is, charging), it is checked whether or not the remaining capacity of the battery is larger than the charging completion value P ₁ . If it is large, the process proceeds to step 8 in order to stop the engine generator A. If the charge completion value P ₁ or less,
Since it is not possible to stop the engine generator A yet, the state is maintained as it is, and the routine proceeds to step 22. The charge completion value P ₁ is a battery residual capacity value that has risen to the extent that it is considered to be sufficiently charged, and the battery 18
It is set in advance in consideration of the characteristics of.

Step 8: If the battery remaining capacity value becomes larger than the charge completion value P ₁ , charging may be stopped.
First, the engine operating time integration timer 17-1 is stopped to stop operating time integration. Step 9 ... At the same time, the engine generator A is stopped. This is done by sending a stop control signal from the vehicle control device 17 to the engine control device 1 and the generator control device 4.

Step 10: A preset "one-time operation time set value" is set with respect to the accumulated operation time up to now (this is referred to as T _T ) recorded in the engine operation time integration timer 17-1. (This is T _E ) is added to calculate a minute operating time predicted value (T _N ) until the next time (T _N = T _T + T _E ). The calculated value is recorded in the minute operating time predicted value memory 17-4 until the next time. The reason for adding the one-time operation time set value T _E is to predict the operation accumulated time at the stage when the next operation is finished.

The operation of the engine generator A is performed until the remaining capacity value of the battery 18 is increased from the charge start required value P ₂ to the charge completion value P ₁ with the engine 2 at a constant rotation speed. The time required for one operation is roughly average and does not fluctuate much. Therefore, as the one-time operation time set value T _E , a time slightly longer than one operation time is set. By doing so, even if the actual operation time of the next time is slightly longer, the predicted time will not be exceeded.

Step 11: It is checked whether or not the calculated next-minute operating time predicted value T _N is equal to or longer than a predetermined collection limit time T _F (T _N > T _F ). The collection limit time T _F is a time set as a limit time at which the filter 7 can collect the particulates. If the filter 7 is used beyond this time, the filter 7 can sufficiently collect the particulates. It is determined that it will not be possible (the required filtering effect will not be achieved). This time is set in advance based on an experiment or the like of the filter 7 (one value is set in the first embodiment. In the second embodiment described later,
This set value is variable. ). If it is shorter than the collection limit time T _F , it is determined that the filter regeneration process need not be performed yet, and the process proceeds to step 22.

Step 12 ... If the collection limit time T _F or more, it is considered that the collection limit of the filter 7 will be reached during the next operation of the engine generator A, so it is necessary to start the filter regeneration process. Therefore, first, the combustion timer 17-2 is started. Step 13 ... Simultaneously, combustion heater 8 and air pump 1
0 is energized. This is performed by issuing a signal from the vehicle control device 17 to turn on the switch means 11 and 12. The energization of the combustion heater 8 ignites the collected particulates, and the energization of the air pump 10 supplies the air required for combustion. Thus,
The filter regeneration process is started. The combustion heater 8
It is also possible to provide a slight time difference between the operation of the air pump 10 and the air pump 10.

Step 14 ... Reset the engine operating time integration timer 17-1. This is so that when the engine generator A is first operated after the filter regeneration process, the value can be added up from 0.

Step 15 ... Combustion timer 1 in Step 2
If 7-2 in operation, but is that still being conducted filter regeneration process, the value of the combustion timer 17-2 checks whether a combustion heater energization set time T _H above. The combustion heater energization set time T _H is a time set based on the assumption that if the power is energized for this amount of time, the particulates will be sufficiently ignited, and the combustion heater 8 is energized for only this time. (As described above, in the first embodiment, electricity is supplied to the combustion heater 8 until ignition is taken as an example). As long as the combustion timer 17-2 is operating in step 2, control is performed so as not to go to step 6 for starting the engine generator A (starting of the engine generator A is prohibited). The filter regeneration process is performed without interruption.

Step 16: If the value of the combustion timer 17-2 is equal to or longer than the combustion heater energization set time T _H , it is determined that the particulates are ignited, and the energization of the combustion heater 8 is stopped (switch. Means 12 off). Step 17: Check whether the value of the combustion timer 17-2 is equal to or longer than the air pump energization set time T _P. The air pump energization set time T _P is a time set based on the fact that the combustion of the particulates will be completed if this time elapses, and the air pump 10 is set.
Is energized for this time. This is because it is not necessary to supply air from the air pump 10 when the combustion is completed.

Step 18 ... If the value of the combustion timer 17-2 is equal to or longer than the air pump energization set time T _P , it is judged that the particulate combustion has ended and the energization of the air pump 10 is stopped. (Switch means 11 is turned off). Step 19: Check whether the combustion heater 8 is turned off. Specifically, it is checked whether or not the switch means 12 is turned off. If it is not turned off, it means that ignition is still in progress. This step is the next step 2
Together with 0, this is a step for determining whether or not the combustion timer 17-2 may be reset, which is the final processing of the filter regeneration processing.

Step 20: When the combustion heater 8 is off, it is checked whether or not the air pump 10 is off. If it is not off, it means that the particulate is still burning and needs air supply. Step 21 ... If the air pump 10 is also off, it means that the combustion of particulates has ended, so the combustion timer 17-2 is stopped and its value is reset to 0 (reset). The combustion heater energization set time T _H and the air pump energization set time T _P may be set to the same value so that the energization of the combustion heater 8 and the air pump 10 may be ended at the same time (that is, the energization of the combustion heater 8 may be completed). May be used not only during ignition but also during combustion.)

Step 22 ... This is the drive motor 19
Represents a control routine of. The drive motor 19 is controlled by controlling the power supply to the drive motor 19 based on the driving operation signal from the accelerator pedal sensor 15 or the like at the time when the flow reaches this step. This control is known. Step 23 ... The remaining battery capacity is obtained from the amount of discharge from the battery 18 and the amount of charge from the engine generator A, and the value is recorded in the remaining battery capacity memory 17-3. The calculation of the remaining capacity of the battery is known.

(Second Embodiment) In the first embodiment,
Collection limit time T _F and air pump energization set time T
_{As P} (= burning time) continues to use a constant value for each, in the case of a filter whose collection capacity drops significantly as the number of burnings increases, it is necessary to respond appropriately when the filter deteriorates. Will not be. The second embodiment is one in which the filter regeneration processing is appropriately performed according to the degree of deterioration of the filter.

That is, the combustion time is kept constant, but the value of the collection limit time T _F is made smaller as the number of combustion times is increased. However, in the first embodiment, the example in which the combustion heater 8 is energized only when ignited and is not energized thereafter is described, but in the second embodiment, an example in which the combustion heater 8 is energized during combustion is described.
Along with this, the concept of the combustion set time T _B is introduced instead of the air pump energization set time T _P as a criterion for determining whether or not the required combustion has been performed. The combustion heater 8 and the air pump 10 are energized by setting the combustion set time T _B.
Only done. Since the combustion is performed only for this time, the combustion set time T _B sets the operating time of the filter regeneration processing means.

FIG. 5 is a block diagram showing a hybrid electric vehicle according to the second embodiment. Reference numerals correspond to those in FIG. 1, 17-5 is a combustion number counter, and 17-6 is a collection limit time setting map. In FIG. 5, the combustion number counter 17-5 and the collection limit time setting map 17-6 are
Although it is provided inside the vehicle control device 17, it may be provided outside. The same reference numerals as those in FIG.
Since they are the same as those, their explanations are omitted. The combustion number counter 17-5 is a counter that counts the number of times the particulate matter collected by the filter 7 is burnt by the combustion heater 8. With this counter, the number of operations of the filter regeneration processing means can be known. When burning, the air pump 10 is operated together with the combustion heater 8. Therefore, even if a counter for counting the number of operations of the air pump 10 is provided, the number of operations of the filter regeneration processing means can be known. However, here, the burner counter is provided.

The collection limit time setting map 17-6 is a map in which the value of the collection limit time T _F is changed according to the number of combustions. When the collected particulates are burned, the filter 7 recovers the filter action, but the filter that has been burned more times (in other words,
The older the filter is), the more it deteriorates and the longer the filter action does not last. FIG. 3 is a collection limit time setting map used in the second embodiment. The horizontal axis represents the number of combustion counters, and the vertical axis represents the collection limit time. The collection limit time of the filter with the number of combustion N ₁ is T _F1 , the collection limit time of the filter with N ₂ is T _F2 , and the collection limit time is shortened as the number of combustion increases. If N ₁ times, T _F1
It means that it is necessary to carry out the combustion process (filter regeneration process) again after the time use.

Next, the control operation will be described. FIG. 6 is a flowchart illustrating control of the DPF device of the hybrid electric vehicle according to the second embodiment of the present invention. When the key switch 14 shown in FIG. 5 is turned on, this flowchart is activated, and the processing from step 2 onward is repeated in a short cycle. The description of the steps having the same contents as the steps of the flowchart of FIG. 2 is omitted or simplified in order to avoid duplication.

Step 1 ... By the ON signal of the key switch 14, the states of values and signals related to the control of the DPF device 6 are set to the initial state. However, the value of the combustion number counter 17-5 is the value of the number of combustions after the present filter 7 is used. Step 2 ... Checks whether the combustion heater 8 is turned off. Specifically, it is checked whether or not the switch means 12 is turned off. Immediately after the key switch 14 is turned on, it is of course turned off. After being turned on in step 14,
When it comes to this step again, it is judged to be ON,
Proceed to step 3.

[0052] Step 3 ... when the combustion heater 8 is ON, the value of the combustion timer 17-2 combustion set time T _B
Check to see if the above is true. The combustion set time T _B is a time set based on the fact that if the fuel is burned for this time, the particulates collected by the filter will be burned out. Step 4 ... If the combustion set time T _{B is} exceeded, steps are taken to terminate the combustion. First, the combustion timer 17
-2 stop and reset. Step 5 ... Then, the combustion heater 8 and the air pump 10 are turned off.

Step 6 ... Combustion heater 8 in Step 2
If is OFF, it is determined whether or not the engine generator A needs to be operated. This is because, for example, looking at the value of the battery remaining capacity memory 17-3, if the battery remaining capacity is smaller than a predetermined value, it is determined that the operation is necessary. Step 7 ... When it is determined that the operation is necessary, first, the engine operating time integration timer 17-1 is started. Step 8 ... Then, the engine generator A is operated.

Step 9 ... In step 6, the power generator A
If it is determined that it is not necessary to operate the engine, the engine operation time integration timer 17-1 is stopped. Therefore, the accumulated time remains the same as the previous time. Step 10 ... The generator unit A is also stopped. Step 11 ... According to the collection limit time setting map of FIG.
Obtain the collection limit time corresponding to the number of times the filter has burned to date. For example, the value of the combustion number counter 17-5 is N
_{If 1} , then T _F1 hour is required.

Step 12: The value of the engine operating time integration timer 17-1 is the collection limit time T obtained in Step 11.
Check whether the value is _F or higher. If not, the process proceeds to step 17 to continue controlling the drive motor 19. Step 13 ... If it is above T _{F in} Step 12,
Take measures to perform combustion processing (filter regeneration processing). First, the combustion timer 17-2 is started. Step 14 ... Turn on the combustion heater 8 and the air pump 10. With this, the filter regeneration process is started, but since it proceeds to NO in step 6, it is performed while the engine 2 is stopped, as in the first embodiment. Step 15: 1 is added to the value of the combustion number counter 17-5. Since the combustion is performed once, the number of times for that is added. Step 16 ... Reset the engine operating time integration timer 17-1. Since the filter 7 is to be regenerated, the accumulated value up to now is returned to 0. Step 17 ... The drive motor 19 is controlled based on a signal from the accelerator pedal sensor 15 or the like.

(Third Embodiment) In the second embodiment, the combustion set time T _B is kept constant and the collection limit time T
_{Although F} was shortened as the filter 7 became older (in other words, as the number of times of combustion processing increased), in the third embodiment, the collection limit time T _F is kept constant, The combustion set time T _B is made longer as the filter 7 gets older. This point is different from the second embodiment, and the other points are the same.

FIG. 7 is a block diagram showing a hybrid electric vehicle according to the third embodiment of the present invention. Reference numerals correspond to those in FIG. 5, and 17-7 is a combustion time setting map. The difference from the second embodiment of FIG. 5 is that a combustion time setting map 17-7 is provided instead of the collection limit time setting map 17-6.

The combustion time setting map is a map that defines how long the combustion should be performed when the collected particulates are burned in order to regenerate the filter 7. In other words, it is a map for deciding how long the filter regeneration processing means should be operated.
While the filter 7 is replaced with a new one, the filter can be regenerated even if the burning time is short, but as the filter 7 gets older, the required filtering action can be restored unless the burning time is lengthened. I can't.

FIG. 4 is a combustion time setting map used in the third embodiment of the present invention. The horizontal axis represents the number of combustion counters, and the vertical axis represents the combustion set time. The age of the filter is represented by the number of combustions. Number of combustion is N ₁
, The combustion set time is T _B1 , but N ₂ larger than N ₁ is set.
Of time, which is to be a longer T _B2 from T _B1. N ₁
In the case of times, in order to restore the filter capacity, the combustion is
It means that you need to _B1 hour.

Next, the control operation will be described. FIG. 8 is a flowchart illustrating control of the DPF device of the hybrid electric vehicle according to the third embodiment of the present invention. This is almost the same as the flowchart in FIG. The first difference is that in FIG. 6, the map of FIG. 3 is used before the step (step 12) of checking whether the value of the engine operating time integration timer is equal to or more than the collection limit time T _F. That is, there is a step (step 11) for obtaining the collection limit time T _F , but it does not exist before step 12 in FIG. The second difference is that, in FIG. 8, before the step of checking whether the combustion timer value is equal to or more than the combustion set time T _B (step 4), the combustion set time T is calculated using the map of FIG. The point is that there is a step (step 3) for obtaining _B , but it does not exist before step 3 in FIG.

Steps 1-2 ... (Steps 1 and 2 in FIG. 6)
Step 3 ... When the combustion heater 8 is ON, it is necessary to check whether or not the time from the start of combustion reaches the combustion set time T _B. In this embodiment, a longer time is set as the combustion set time T _B as the filter 7 gets older. According to the combustion time setting map in Fig. 4,
The combustion set time corresponding to the number of times the filter has burned up to the present is calculated. If the value of the combustion number counter 17-5 is N ₁ , then T _B1 time is obtained.

Steps 4 to 11 (steps 3 to 3 in FIG. 6)
(Same as 10) Step 12 ... It is checked whether or not the engine operating time integration timer value is equal to or longer than the collection limit time T _F. As the collection limit time T _F , a constant value is always used in the third embodiment. Steps 13 to 17 (same as steps 13 to 17 in FIG. 6)

(Fourth Embodiment) In the fourth embodiment, a warning lamp is provided to notify that the filter 7 has reached the end of its life or is about to reach the end of its life. Filter 7
The life of is determined by using the number of combustion processes (that is, the value of the combustion number counter 17-5) as a guide. The life number _CL is set in advance, and when the number of combustions reaches it, it is determined that the life has come. In addition, in order to avoid complicated explanation,
The combustion set time T _B and the collection limit time T _F are explained as a case where a constant value is used (of course, as in the second and third embodiments, one of T _F and T _{B is} the number of combustions. It is also applicable to those that change according to.

FIG. 9 is a block diagram showing a hybrid electric vehicle according to the fourth embodiment of the present invention. The reference numeral corresponds to that of FIG. 5, 20 is a warning light reset switch,
Reference numeral 21 is a life warning lamp, and 22 is a life warning lamp. The warning light reset switch 20 is turned on only when the filter 7 is replaced with a new one, and the engine operating time integration timer 17
-1, a switch for resetting the combustion number counter 17-5. At other times, it is turned off.

Next, the control operation will be described. FIG. 10 is a flowchart illustrating control of the DPF device for a hybrid electric vehicle according to the fourth embodiment of the present invention.
This is almost the same as the flowchart in FIG. The first difference is that, in FIG. 10, after the step (step 6) of determining whether or not it is necessary to operate the engine generator A, the value of the combustion number counter 17-5 is a predetermined life. The point is that a step (step 7) for checking whether or not the number of times is _{equal to} or more than CL is added. The second difference is that a step (steps 17 to 25) for controlling the warning light is added. The third difference is that there is no step corresponding to step 11 in FIG. 6 in FIG. FIG.
Is the control of the warning light in the fourth embodiment (step 1
7 to 25) is a flowchart for explaining.

Steps 1 to 6 (steps 1 to 6 in FIG. 6)
Same as a) the value of the Step 7 ... combustion counter 17-5 and is, checks whether a life count C _L or more. If so, it means that the filter 7 has reached the end of its life and cannot sufficiently perform the filter action, so the engine generator A is not operated (that is, steps 8 and 9 are bypassed). Then, in order to display that with the warning light, the process proceeds to steps 17 to 25. Steps 8 to 11 (same as steps 7 to 10 in FIG. 6) Steps 12 to 16 (same as steps 12 to 16 in FIG. 6)

Step 17 (see FIG. 11) ... It is checked whether the warning light reset switch 20 is off. Step 18 ... If the warning light reset switch 20 is ON, the engine operating time integration timer 17-1 is reset. Step 19 ... The combustion counter 17-5 is also reset. If step 20 ... warning light reset switch 20 in step 17 is OFF, the value of the combustion counter 17-5 checks whether than the small life count C _L.

Step 21 ... If the life count _{CL is} exceeded, it means that the life of the filter 7 is already over, and the life warning lamp 22 is turned on. If step 22 ... smaller than the lifetime number C _L, since the filter 7 is that still can be used,
Take measures to turn off the life warning lamp 22. It is not to turn off the lights that were on until then, but to take measures to maintain the lights off. Step 23 ... Next, it is checked whether or not the combustion number counter 17-5 is smaller than the life advance notice starting number C _A. The number of start of life advance notice C _A is the number of combustions set in advance in order to start the advance notice of the end of the life of the filter 7. Of course, a small value than the lifetime number C _L.

Step 24 ... When the number of combustions is equal to or greater than the number of life advance notice start times C _A , the life advance notice warning light 21
Lights up. Step 25 ... If the number is less than the life prediction start count C _A , there is no need to give a warning yet, so a measure is taken to maintain the life prediction warning lamp 21 in the off state. Step 26 ... (Same as Step 17 in FIG. 6)

[0070]

As described above, according to the hybrid electric vehicle of the present invention, the operation time of the engine after the previous filter regeneration processing is integrated by the engine operation time integration timer, and the engine is completed after charging. Each time the engine stops, the one-time operation time set value slightly larger than the one-time operation time of the engine is added to the integrated value to obtain the minute operation time predicted value until the next time. Then, if the predicted value is longer than the collection limit time that can collect the particulates, the filter regeneration process is performed while the engine is currently stopped.

Therefore, in the present invention, since the expensive pressure sensor is not used and the filter regeneration process is always performed while the engine generator is stopped, a bypass passage for bypassing the filter or a plurality of diesel particulate filter devices are provided. There is no need, and the cost is low. Since the combustion heater and the air pump are energized for a predetermined time, deterioration of the DPF device is not accelerated.

Further, the filter in the DPF device gradually deteriorates as the filter regeneration process is repeated,
By shortening the collection limit time or lengthening the filter regeneration processing time according to the progress of deterioration, the regeneration processing can be appropriately performed. Further, by monitoring the number of times of filter regeneration processing, it is possible to warn that the life of the filter is approaching or to notify that the life of the filter has been reached.

[Brief description of drawings]

FIG. 1 is a block configuration diagram showing a hybrid electric vehicle according to a first embodiment of the present invention.

FIG. 2 is a flowchart illustrating control of the DPF device of the hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 3 is a collection limit time setting map used in the second embodiment of the present invention.

FIG. 4 is a combustion time setting map used in the third embodiment of the present invention.

FIG. 5 is a block configuration diagram showing a hybrid electric vehicle according to a second embodiment of the present invention.

FIG. 6 is a flowchart illustrating control of the DPF device of the hybrid electric vehicle according to the second embodiment of the present invention.

FIG. 7 is a block configuration diagram showing a hybrid electric vehicle according to a third embodiment of the present invention.

FIG. 8 is a flowchart illustrating control of a DPF device for a hybrid electric vehicle according to a third embodiment of the present invention.

FIG. 9 is a block configuration diagram showing a hybrid electric vehicle according to a fourth embodiment of the present invention.

FIG. 10 is a flowchart illustrating control of a DPF device for a hybrid electric vehicle according to a fourth embodiment of the present invention.

FIG. 11 is a flowchart illustrating control of a warning light according to the fourth embodiment.

[Explanation of symbols]

A: power generator, 1: motor controller, 2: motor,
3 ... Exhaust manifold, 4 ... Generator control device, 5 ... Generator, 6 ... DPF device, 7 ... Filter, 8 ... Combustion heater, 9 ... Exhaust pipe, 10 ... Air pump, 11, 12 ... Switch means, 13 ... Voltage converter, 14 ... Key switch, 15 ... Accelerator pedal sensor, 16 ... Selector switch, 17 ... Vehicle control device, 17-1 ... Engine operating time integration timer, 17-2 ... Combustion timer, 17-3 ... Battery remaining capacity Memory, 17-4 ... Minute operation time prediction value memory, 17-5 ... Combustion counter, 17-6 ... Collection limit time setting map, 17-7 ... Combustion time setting map,
18 ... Battery, 19 ... Drive motor, 20 ... Warning light reset switch, 21 ... Life advance warning light, 22 ... Life warning light

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical indication H02J 7/00 H02J 7/00 P

Claims (7)

[Claims] 1. An engine generator using a battery as a power source of a drive motor and a diesel engine as an engine, which is activated and charged when the remaining capacity of the battery is low, and an exhaust system of the engine. And a diesel particulate filter device including a filter for collecting particulates, and a filter regeneration processing unit for regenerating the filter by burning the particulates trapped by the filter. In a hybrid electric vehicle, the engine operating time integration means for integrating the operating time of the engine after the previous filter regeneration processing, and when the engine generator stops after charging, the integrated value of the engine generator is set to the integrated value. A means for adding a one-time operation time set value and obtaining a minute operation time predicted value until the next time,
A hybrid electric vehicle, wherein the filter regeneration processing means is operated while the engine generator is stopped this time if the predicted value of minute operating time until the next time becomes larger than a preset collection limit time. 2. The hybrid electric vehicle according to claim 1, wherein the engine is not activated during execution of the filter regeneration process. 3. An engine generator using a battery as a power source of a drive motor and a diesel engine as an engine, and activated when the remaining capacity of the battery is low, and an exhaust system of the engine. And a diesel particulate filter device including a filter for collecting particulates, and a filter regeneration processing unit for regenerating the filter by burning the particulates trapped by the filter. In a hybrid electric vehicle, a motor operation time accumulating means for accumulating the operation time of the engine after the previous filter regeneration processing, a counter for counting the operation frequency of the filter regeneration processing means, and the operation frequency are large. With a collection limit time setting map designed to give a short collection limit time, A hybrid electric vehicle, wherein the filter regeneration processing means is operated when the integrated value of the moving time becomes equal to or longer than the collection limit time defined by the map. 4. An engine power generator that uses a battery as a power source of a drive motor and a diesel engine as an engine, and is activated and charged when the remaining capacity of the battery is low, and an exhaust system of the engine. And a diesel particulate filter device including a filter for collecting particulates, and a filter regeneration processing unit for regenerating the filter by burning the particulates trapped by the filter. In a hybrid electric vehicle, regeneration operation time measuring means for measuring the operation time of the filter regeneration processing means, a counter for counting the number of times of operation of the filter regeneration processing means, and the larger the number of times of operation, the longer the filter regeneration operation time. With a regeneration operation time setting map that is set to be long, filter regeneration A hybrid electric vehicle, wherein the operation of the filter regeneration processing means is stopped when the operation time of the processing means becomes equal to or longer than the set regeneration operation time defined by the map. 5. An engine generator using a battery as a power source of a drive motor and a diesel engine as an engine, and is activated when the remaining capacity of the battery is low, and an exhaust system of the engine. And a diesel particulate filter device including a filter for collecting particulates, and a filter regeneration processing unit for regenerating the filter by burning the particulates trapped by the filter. In a hybrid electric vehicle, a counter that counts the number of times the filter regeneration processing unit operates, a life warning unit that notifies that the filter has reached the end of its life, and a time when the number of operations exceeds a predetermined predetermined number of lives. And a means for activating the life warning means. Ki car. 6. The hybrid electric vehicle according to claim 5, further comprising means for prohibiting the operation of said engine generator when the number of times of operation of said filter regeneration processing means exceeds a predetermined number of lives. 7. An engine generator that uses a battery as a power source of a drive motor and a diesel engine as an engine, and is activated and charged when the remaining capacity of the battery is low, and an exhaust system of the engine. A diesel particulate filter device including a filter for trapping particulates, and a filter regeneration processing means for regenerating the filter by burning the particulates trapped by the filter. In a hybrid electric vehicle, a counter for counting the number of times of operation of the filter regeneration processing unit, a life advance warning unit for notifying that the life of the filter is approaching, and a predetermined number of times for which life advance notification has been started in advance are provided as a start number. And a means for activating the life advance warning means when the time is exceeded. Hybrid electric vehicle.