JP3775391B2 - Power control device for vehicle - Google Patents

Power control device for vehicle Download PDF

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Publication number
JP3775391B2
JP3775391B2 JP2003036063A JP2003036063A JP3775391B2 JP 3775391 B2 JP3775391 B2 JP 3775391B2 JP 2003036063 A JP2003036063 A JP 2003036063A JP 2003036063 A JP2003036063 A JP 2003036063A JP 3775391 B2 JP3775391 B2 JP 3775391B2
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Prior art keywords
power
battery
heating
vehicle
control
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JP2004245135A (en
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哲朗 石田
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三菱自動車工業株式会社
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention can effectively use the energy (electric power) regenerated during deceleration of the vehicle (including during braking) that cannot be received by the battery as regeneration or activation energy of the exhaust gas purification device of the internal combustion engine. The present invention relates to a power control apparatus for a vehicle.
[0002]
[Prior art and problems to be solved by the invention]
As an exhaust gas purifying device for a diesel engine, a DPF (diesel particulate filter) may be provided in the middle of the exhaust passage in order to prevent particulates (PM) in the exhaust gas from being released into the atmosphere. This DPF has been well known in the past, and generally has a collection bed composed of a porous filter made of foam ceramics, and particulates in exhaust gas are captured by the collection bed. Yes.
[0003]
In the DPF having the collection bed, the collection bed is clogged with an increase in the trapped amount of particulates, and the air permeability is deteriorated to hinder the normal exhaust gas flow. So-called regeneration in which the particulates captured by the collection bed are removed from the collection bed needs to be performed periodically. As one of the regeneration methods, an electric heater is attached to the collection floor, the heater is energized to generate heat, and the particulates in the vicinity of the heater are ignited and burned using the heater as a fire type. A regeneration method for burning and ashing the remaining particulates is already known (see, for example, Patent Document 1).
[0004]
In a vehicle such as an automobile, the current is supplied to the heater by a battery power source mounted on the vehicle. However, this heater significantly increases the electric load of the battery power source, and the battery power source is an internal combustion engine. Since the battery is charged by the alternator driven by the power consumption, consuming the power of the battery power source deteriorates the fuel consumption of the internal combustion engine. As another regeneration method, there is a method in which fuel injection (post-injection) is performed during the expansion stroke or exhaust stroke of the internal combustion engine, and the particulates collected by burning off the exhaust gas are burned and ashed. It becomes a factor of deterioration of fuel consumption of the internal combustion engine.
[0005]
On the other hand, there is a braking power regeneration system (a system that regenerates energy generated by braking as electric power) by HEV (hybrid electric vehicle) as a method for reducing fuel consumption of the vehicle. In this device, the state of charge of the battery (SOC: When the state of charge is high (full charge state), there is a problem that the regenerative power cannot be accepted, and there is a problem that the regenerative power is excessive or the braking force regeneration cannot be performed.
[0006]
[Patent Document 1]
Japanese Examined Patent Publication No. 3-27731 [0007]
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide electric power for a vehicle that can effectively use the energy regenerated during deceleration of the vehicle that cannot be received by a battery as regeneration or active energy for an exhaust gas purification device of an internal combustion engine. It is to provide a control device.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, a power control apparatus for a vehicle according to claim 1 of the present invention includes a generator capable of generating power during deceleration operation of the vehicle, a battery mounted on the vehicle, and charging of the battery. An internal combustion engine comprising: a chargeable power detection unit that detects power; a power generationable power detection unit that detects power that can be generated by the generator; a deceleration detection unit that detects a deceleration operation state of the vehicle; and an electric heating device An exhaust gas purifying apparatus, a heating allowance detecting unit for detecting a heating permission state of the electric heating device, and a control means for supplying electric power generated by the generator to a battery and the electric heating device. In the power control apparatus, when the control unit detects that the vehicle is in a decelerating operation state by the deceleration detection unit, the power that can be generated detected by the power generationable power detection unit is detected by the chargeable power detection unit. Of the electric power generated by the generator under the condition that the electric heating device is detected to be in a heating allowable state by the heating allowable detection unit, and the chargeable electric power is detected. While supplying and controlling to a battery, the surplus part is supplied and controlled to the said electric heating apparatus, It is characterized by the above-mentioned.
[0009]
This makes it possible to effectively use the energy regenerated during vehicle deceleration that cannot be received by the battery as regeneration or activation energy for the exhaust gas purification device of the internal combustion engine, eliminating the need for post-injection and power consumption of the battery. The exhaust gas purification device can be regenerated or activated while reducing fuel consumption and improving fuel efficiency.
[0010]
The power control apparatus for a vehicle according to claim 2, wherein the control means is configured such that the power that can be generated detected by the power generating power detection unit is lower than the power that can be detected by the chargeable power detection unit. The whole amount of electric power generated by the generator is supplied to and controlled by the battery.
[0011]
Thereby, the battery is quickly charged by the regenerative energy.
[0012]
When the control means detects that the electric heating device is not in a heating allowable state by the heating allowable detection unit, the electric power control device for a vehicle according to claim 3 uses the battery to generate electric power that can be generated by the generator. It is characterized in that the rechargeable power is suppressed and the entire amount is supplied to and controlled by the battery.
[0013]
Thereby, only the required amount of electric power is secured.
[0014]
In the vehicle power control device according to claim 4, when the control means detects that the electric heating device is in a heating allowable state by the heating allowable detection unit, the electric power that can be generated by the generator is When the sum of the chargeable power of the battery and the rated power of the electric heating device is exceeded, the chargeable power is included in the power generated by the generator after suppressing the power that can be generated to the sum. While supplying / controlling the amount to the battery, the surplus is supplied / controlled to the electric heating device.
[0015]
Thereby, only the required amount of electric power is secured.
[0016]
According to a fifth aspect of the present invention, there is provided a vehicle power control apparatus including an on-off valve that restricts an exhaust flow in an exhaust passage downstream of the exhaust gas purification apparatus, and the control means includes an exhaust gas purification apparatus that uses the electric heating device. The on-off valve is actuated and controlled in the closing direction during heating.
[0017]
Thereby, the removal of exhaust heat is suppressed and the heating effect of the electric heating device is further enhanced.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a power control apparatus for a vehicle according to the present invention will be described in detail with reference to the drawings by way of examples.
[0019]
[Example]
FIG. 1 is a system configuration diagram of a hybrid vehicle showing a first embodiment of the present invention, FIG. 2 is a flowchart showing a control routine for braking force regeneration similarly, and FIG. 3 is a system configuration of a hybrid vehicle showing a second embodiment of the present invention. FIG.
[0020]
First, the first embodiment will be described.
As shown in FIG. 1, a vehicle that travels in combination with an engine as an internal combustion engine and a motor, a so-called hybrid vehicle 1, includes a diesel engine 2 and a motor / generator 3 that functions as an electric motor and a generator. The diesel engine 2 and the motor / generator 3 are connected to a pair of left and right wheels 6 and 6 via a CVT (continuous continuously variable transmission) 4, a differential gear 5 and the like.
[0021]
The exhaust passage 7 of the diesel engine 2 is provided with a DPF 8 as an exhaust gas purification device having an electric heating device, which is composed of a heater portion 8a and a filter portion 8b, and is located downstream of the DPF 8. An exhaust brake valve 9 is provided as an on-off valve for restricting the exhaust flow.
[0022]
The exhaust brake valve 9 is controlled to be opened and closed by an electronic control unit (hereinafter referred to as ECU) 10 as control means, and operates to close the exhaust passage 7 when the hybrid vehicle 1 is decelerated. Pressure sensors 11a and 11b are provided in the exhaust passage 7 immediately upstream and downstream of the DPF 8, and detection signals from the pressure sensors 11a and 11b are input to the ECU 10.
[0023]
The motor / generator 3 drives the wheels 6 and 6 via the CVT 4 and the differential gear 5 when functioning as an electric motor, and the diesel engine 2 when functioning as a generator to perform braking force regeneration. Alternatively, power is generated using the driving force transmitted from the wheels 6 and 6 side, and can be distributed and supplied to the battery 12 and the heater portion 8a of the DPF 8 via the ECU 10.
[0024]
The ECU 10 includes a microcomputer having an input / output device, a storage device (ROM, RAM, etc.), a central processing unit (CPU), a timer counter, and the like. The ECU 10 includes an accelerator sensor 14 attached to the accelerator pedal 13 for detecting the accelerator opening, a shift switch 16 attached to the shift lever 15 for detecting the shift stage, and a vehicle speed sensor provided above the output shaft from the CVT 4. Various detection signals such as 17 are input.
[0025]
The ECU 10 detects the state of charge (SOC) of the battery 12 and detects the chargeable power of the battery 12, the vehicle speed signal from the vehicle speed sensor 17, and the shift from the gear stage switch 16. When the hybrid vehicle 1 is decelerated (including when braking) by the power generation power detection unit that detects the power that can be generated by the motor / generator 3 from the stage signal, the opening 0 signal from the accelerator sensor 14 and the vehicle speed signal. A deceleration detection unit for detecting, and a heating permission detection unit for detecting a heating permission state of the heater unit 8a by detecting a differential pressure across the DPF 8 by the pressure sensors 11a and 11b, and the hybrid vehicle 1 by the deceleration detection unit. Is detected by the rechargeable power detection unit when the decelerable operation state is detected. Of the electric power generated by the motor / generator 3 under the condition that the electric power exceeds the rechargeable power and the heater allowable detection unit detects that the heater unit 8a is in the heat allowable state. While supplying to the battery 12, the surplus is supplied and controlled to the heater section 8a.
[0026]
This will be described in detail along the control routine of FIG.
First, in step P1, it is detected (determined) whether the hybrid vehicle 1 is in a decelerating state. If not, the control routine is not entered. If yes, the motor / generator 3 is operated as a generator in step P2. Let
[0027]
Next, in step P3, the chargeable power (W IN ) of the battery 12 is detected (calculated), and in step P4, the power generation possible power (W GE ) of the motor / generator 3 is detected (calculated), and then in step P5, the DPF 8 It is detected (determined) whether the heater section 8a is in a heating allowable state, that is, in a regeneration time.
[0028]
If yes in Step P5, the process proceeds to Step P6, where the electric power that can be generated by the motor / generator 3 (W GE ) is the chargeable electric power (W IN ) of the battery 12 and the rated electric power of the heater portion 8a of the DPF 8. It is determined whether or not the total value of and has been exceeded.
[0029]
If yes in Step P6, the process proceeds to Step P7, where the electric power that can be generated by the motor / generator 3 (W GE ) is the chargeable electric power (W IN ) of the battery 12 and the rated electric power of the heater portion 8a of the DPF 8. In step P8, the chargeable power (W IN ) of the power generated by the motor / generator 3 is supplied and controlled to the battery 12 in step P8, and the surplus ( W GE −W IN : Rated power of the heater unit 8a) is supplied to and controlled by the heater unit 8a.
[0030]
On the other hand, if the result is NO in Step P6, the process proceeds to Step P10, where it is determined whether or not the electric power that can be generated by the motor / generator 3 (W GE ) exceeds the electric power that can be charged by the battery 12 (W IN ). to decide.
[0031]
If it is possible in step P10, in step P11, the electric power that can be charged (W IN ) is supplied to and controlled in the battery 12 in the electric power generated by the motor / generator 3, while the surplus (W the GE -W iN) for supplying and controlling the heater portion 8a. On the other hand, if the result is NO in Step P10, the process proceeds to Step P13, where the total amount of electric power (W GE ) generated by the motor / generator 3 is supplied to and controlled to the battery 12, and the heater part of the DPF 8 is determined in Step P17. No power is supplied to 8a.
[0032]
If NO in step P5 described above, that is, if the regeneration time of the DPF 8 is not reached, the process proceeds to step P14, where the electric power that can be generated by the motor / generator 3 (W GE ) is the electric power that can be charged to the battery 12 ( It is determined whether or not W IN ) is exceeded.
[0033]
If yes in Step P14, the process proceeds to Step P15, where the power that can be generated by the motor / generator 3 (W GE ) is suppressed to the chargeable power (W IN ) of the battery 12, and then in Step P16, The entire amount of electric power (W GE ) that can be generated by the motor / generator 3 (= chargeable electric power (W IN )) is supplied and controlled to the battery 12, and electric power is not supplied to the heater unit 8a of the DPF 8 in Step P17. On the other hand, if the result is NO in Step P14, the process proceeds to Step P13, where the entire amount of electric power (W GE ) that can be generated by the motor / generator 3 is supplied to and controlled to the battery 12, and the heater part of the DPF 8 in Step P17. No power is supplied to 8a.
[0034]
In such embodiment in the, during deceleration of the hybrid vehicle 1, when DPF8 is the time reproduction, among the electric power regenerated by the motor / generator 3 at the time of the deceleration (energy), chargeable power of the battery 12 (W IN ) Since the surplus amount after subtraction is supplied to the heater portion of the DPF 8 for regeneration, the conventional post-injection becomes unnecessary and the power consumption of the battery 12 is reduced, improving the fuel consumption and the regeneration of the DPF 8 I can plan. That is, the regenerative power that has been thrown away can be used effectively.
[0035]
Further, when the electric power that can be generated by the motor / generator 3 (W GE ) is lower than the electric power that can be charged by the battery 12 (W IN ), the entire amount of electric power generated by the motor / generator 3 is supplied to and controlled by the battery 12. Therefore, the battery is quickly charged by the regenerative power. That is, a sufficient amount of electric power is always secured in the battery 12 when the motor / generator 3 functions as an electric motor.
[0036]
Further, when the DPF 8 is not in the regeneration period, the electric power that can be generated by the motor / generator 3 (W GE ) is suppressed to the electric power that can be charged by the battery 12 (W IN ) (that is, the motor / generator 3 is connected to the electric generator). And the regeneration of the traveling energy during deceleration is stopped.) Since the entire amount is supplied to and controlled by the battery, only the necessary amount of electric power is secured in the battery 12.
[0037]
In addition, when the DPF 8 regeneration time, the power that can be generated by the motor / generator 3 (W GE ) exceeds the sum of the chargeable power (W IN ) of the battery 12 and the rated power of the heater portion 8a of the DPF 8, Since the electric power that can be generated (W GE ) is suppressed to the total value of the heater portion 8a of the DPF 8, a necessary amount of electric power is ensured as described above.
[0038]
Further, since the exhaust brake valve 9 interposed in the exhaust passage 7 is closed at the time of regeneration of the DPF 8 under the deceleration of the hybrid vehicle 1, the removal of exhaust heat is suppressed and the heater portion 8a of the DPF 8 The heating effect is further enhanced.
[0039]
Next, a second embodiment will be described. In the present embodiment, description of the same parts as in the first embodiment is omitted, and only different parts will be described.
[0040]
As shown in FIG. 3, the hybrid vehicle 1 of the second embodiment is equipped with a gasoline engine 22 instead of the diesel engine 2, and a three-way catalyst 28 is interposed in the exhaust passage 7 instead of the DPF 8. Further, the pressure sensors 11a and 11b and the exhaust brake valve 9 are not provided. A catalyst temperature sensor 18 is added to the three-way catalyst 28 as a sensor not included in the first embodiment. Other portions have the same configuration as in the first embodiment.
[0041]
The three-way catalyst 28 includes a heater portion 28a and a catalyst portion 28b, and functions as an exhaust gas purification device including an electric heating device. As is well known, the three-way catalyst 28 exhibits a catalytic activity at an activation temperature (for example, 250 ° C.) or higher and has a function of purifying exhaust gas. Moreover, the highest exhaust gas purification efficiency is exhibited at the maximum activation temperature (for example, 650 ° C.) higher than the activation temperature. Therefore, from the viewpoint of exhaust gas purification, it is desired to keep the three-way catalyst 28 at least above the activation temperature, more preferably near the maximum activation temperature.
[0042]
The catalyst temperature sensor 18 is configured such that a temperature sensing portion is provided in the catalyst portion 28b of the three-way catalyst 28 so that the temperature of the catalyst portion 28b can be measured, and a detection signal is input to the ECU 10.
[0043]
The ECU 10 includes a chargeable power detection unit, a power generation possible power detection unit, a deceleration detection unit, and a heating allowance detection unit as in the first embodiment, and the hybrid vehicle 1 decelerates by the deceleration detection unit. When it is detected that the vehicle is in an operating state, the power that can be generated detected by the power generating power detection unit exceeds the chargeable power detected by the chargeable power detection unit, and the heater 28a is detected by the heating permission detection unit. Of the electric power generated by the motor / generator 3 is supplied to the battery 12 while the surplus is supplied to and controlled by the heater unit 28a. It is supposed to be.
[0044]
In the second embodiment, unlike the first embodiment, the allowable heating detection unit detects the allowable heating state of the heater unit 28a based on the detection signal of the catalyst temperature sensor 18 instead of the detection signal of the pressure sensors 11a and 11b. In this case, for example, if the catalyst portion 28b is lower than the aforementioned maximum activation temperature, it is determined that heating is permitted.
[0045]
The control routine is substantially the same as FIG. 2 described in the first embodiment. The difference is that the temperature of the catalyst portion 28b by the catalyst temperature sensor 18 is used instead of the pressure difference between the pressure sensors 11a and 11b when determining whether or not heating is permitted in step P5, and the power is supplied in steps P9 and P12. The supply destination is not the heater portion 8a of the DPF 8, but the heater portion 28a of the three-way catalyst 28.
[0046]
Thus, in the second embodiment, when the three-way catalyst 28 is below the maximum activation temperature when the hybrid vehicle 1 is decelerated, of the electric power (energy) regenerated by the motor / generator 3 during the deceleration, Since the surplus amount obtained by subtracting the chargeable power (W IN ) is supplied to the heater portion 28a of the three-way catalyst 28 to increase the catalyst activity, the fuel injection amount is increased to increase the activity of the three-way catalyst 28. And the three-way catalyst 28 can be kept in a high exhaust gas purification efficiency state while improving the fuel consumption by reducing the power consumption of the battery 12. That is, the regenerative power that has been thrown away can be used effectively.
[0047]
Needless to say, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. For example, the present invention is not limited to the hybrid vehicle 1 but can be applied to a vehicle that regenerates braking force by replacing the motor / generator 3 with an alternator. Further, the present invention is not limited to the DPF and the three-way catalyst as the exhaust gas purification device, but can be applied to an oxidation catalyst, a lean NOx catalyst, or the like that is heated by a heater to accelerate its activity.
[0048]
【The invention's effect】
As described above, according to the first aspect of the present invention, the battery chargeable power detection unit, the generator power generation possible power detection unit, the wheel deceleration detection unit, and the heating permission detection unit of the electric heating device are provided. The control means has a chargeable power detected by the rechargeable power detection unit when the regenerative power detected by the regenerative power detection unit when the deceleration detection unit detects that the vehicle is in a decelerating operation state. Of the electric power generated by the generator is supplied and controlled to the battery under the condition that the electric heating device is detected to be in the heating allowable state by the heating allowable detection unit. On the other hand, since the surplus is supplied to and controlled by the electric heating device, the regeneration or activation of the exhaust gas purifying device of the internal combustion engine for the energy regenerated during deceleration of the vehicle that cannot be received by the battery. Effectively it is used as energy, thereby reproduction or activity of the exhaust gas purification device while the power consumption of the battery be reduced to improve the fuel consumption with post injection is not required.
[0049]
According to a second aspect of the present invention, when the power that can be generated detected by the power generating power detecting unit is lower than the power that can be detected by the chargeable power detecting unit, the control means Since the entire amount of generated power is supplied to and controlled by the battery, the battery is quickly charged by regenerative energy.
[0050]
According to the invention of claim 3, when the control means detects that the electric heating device is not in the heating allowable state by the heating allowable detector, the control means converts the electric power that can be generated by the generator into the chargeable electric power of the battery. Since the entire amount is supplied to and controlled by the battery, only a necessary amount of electric power is secured.
[0051]
According to a fourth aspect of the present invention, when the control means detects that the electric heating device is in a heating allowable state by the heating allowable detection unit, the electric power that can be generated by the generator can charge the battery. When the total value of the electric power and the rated power of the electric heating device is exceeded, the power that can be generated is suppressed to the total value, and then the portion of the electric power generated by the generator is charged to the battery. While supplying and controlling, the surplus is supplied and controlled to the electric heating device, so that only a necessary amount of electric power is secured.
[0052]
According to a fifth aspect of the present invention, an on-off valve for restricting an exhaust flow is provided in an exhaust passage downstream of the exhaust gas purification device, and the control means is configured to open and close the exhaust gas purification device when the electric heating device is heated. Since the valve is operated and controlled in the closing direction, the removal of exhaust heat is suppressed, and the heating effect of the electric heating device is further enhanced.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a hybrid vehicle showing a first embodiment of the present invention.
FIG. 2 is a flowchart showing a control routine for braking force regeneration in the same manner.
FIG. 3 is a system configuration diagram of a hybrid vehicle showing a second embodiment of the present invention.
[Explanation of symbols]
1 Hybrid vehicle 2 Diesel engine 3 Motor / generator 4 CVT
5 Differential gear 6 Wheel 7 Exhaust passage 8 DPF
9 Exhaust brake valve 10 Electronic control unit (ECU)
11a, 11b Pressure sensor 12 Battery 14 Accelerator sensor 16 Shift speed switch 17 Vehicle speed sensor 18 Catalyst temperature sensor 22 Gasoline engine 28 Three-way catalyst

Claims (5)

  1. A generator capable of generating electricity during vehicle deceleration operation;
    A battery mounted on the vehicle;
    A chargeable power detector for detecting chargeable power of the battery;
    A power generating power detector for detecting the power generated by the generator;
    A deceleration detection unit for detecting a deceleration operation state of the vehicle;
    An exhaust gas purification device for an internal combustion engine equipped with an electric heating device;
    A heating allowance detection unit for detecting a heating permission state of the electric heating device;
    In a vehicle power control apparatus comprising: a control unit that supplies power generated by the generator to a battery and an electric heating device;
    The control means includes
    When the deceleration detection unit detects that the vehicle is in a decelerating operation state, the power that can be generated detected by the power generation detection unit exceeds the chargeable power detected by the chargeable power detection unit, and the heating Under the condition that the electric detection device detects that the electric heating device is in the heating allowable state by the allowable detection unit, the rechargeable power is supplied to and controlled from the power generated by the generator, while the surplus is A power control apparatus for a vehicle, wherein the electric power supply apparatus is supplied and controlled.
  2. The control means supplies, to the battery, the total amount of power generated by the generator when the power that can be generated detected by the power generation detecting unit is lower than the power that can be detected by the chargeable power detection unit. The power control apparatus for a vehicle according to claim 1, wherein the control is performed.
  3. When the heating permission detecting unit detects that the electric heating device is not in a heating permission state, the control means suppresses the power that can be generated by the generator to the chargeable power of the battery, and the entire amount is stored in the battery. The power control apparatus for a vehicle according to claim 1, wherein the power control apparatus is supplied and controlled.
  4. When the control means detects that the electric heating device is in the heating allowable state by the heating allowable detection unit, the power that can be generated by the generator is the chargeable power of the battery and the rated power of the electric heating device. In the case of exceeding the combined value, the electric power that can be generated is suppressed to the combined value, and then, among the electric power generated by the generator, the rechargeable power is supplied to and controlled by the battery, while the surplus The power control device for a vehicle according to claim 1, wherein the electric heating device is supplied and controlled.
  5. An on-off valve for restricting the exhaust flow is provided in the exhaust passage downstream of the exhaust gas purification device, and the control means operates and controls the on-off valve in the closing direction when the exhaust gas purification device is heated by the electric heating device. The power control apparatus for a vehicle according to claim 1, 2, 3 or 4.
JP2003036063A 2003-02-14 2003-02-14 Power control device for vehicle Active JP3775391B2 (en)

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US8091663B2 (en) 2008-05-12 2012-01-10 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and method of controlling the same

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