JPH10252522A - Hybrid electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform a power feed to a regeneration processing means of a DPF device not by conversion into low voltage by a voltage converter from a battery for feeding power to a vehicle driving motor but by such as dropping to a degree of idling speed of an engine speed to decrease generating voltage of an engine driven generating set, here so as to perform a direct power feed, in this way, decrease a capacity of the voltage converter smaller than in the past, decrease power supplied through the voltage converter, decrease also an energy loss here. SOLUTION: A changeover switch 26 switching a supply destination of a generating output is provided, in the case of a power feed desired to a combustion heater and an air pump, an engine driven generating set 1 is operated in a degree of idling speed, low voltage is generated, so as to directly supply it. Consequently, a power loss in the halfway of a power feed route is decreased. A feed of power through a voltage converter 18 is for only a vehicle electrical equipment load 19, so as to only require a small capacity.

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 as a power source for a vehicle driving motor and an electric power generating device for charging the battery.
TECHNICAL FIELD The present invention relates to a hybrid electric vehicle having an improved configuration for regenerating a diesel particulate filter provided in an exhaust pipe of a motor.

[0002]

2. Description of the Related Art Among electric vehicles, there is a so-called hybrid electric vehicle in which when an electric power supplied to a motor for driving a vehicle is exhausted, an electric power generator is activated to run while charging the battery. 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.

The DPF is provided with a filter for collecting the particulates, a combustion heater or a burner for burning the collected particulates, and an air pump for supplying air for the combustion. These are filter regeneration processing means 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 stage, a so-called filter regeneration process of burning particulates by a combustion heater or the like is performed.

FIG. 5 is a block diagram of a hybrid electric vehicle equipped with such a DPF device. FIG.
, 1 is an engine generator, 2 is an engine controller, 3
Is an engine, 4 is an exhaust manifold, 5 is a generator control device, 6 is a generator, 7 is an exhaust pipe, 8 and 9 are pressure sensors, 1
0 and 11 are switching valves, 12A and 12B are DPF devices, 13
A and 13B are filters, 14A and 14B are combustion heaters, 15 is an air pump, 15-1 is a pipe, 16A and 1
6B and 17 are switch means, 18 is a voltage converter, 1
9 is a vehicle electrical load, 20 is a key switch, 21 is an accelerator pedal sensor, 22 is a selector switch, 23 is a vehicle control device, 23-1 is a battery remaining capacity memory, 24 is a battery, and 25 is a vehicle drive motor.

[0005] The battery 24 is a high-voltage (for example, 300 V), large-capacity battery sufficient to drive the vehicle drive motor 25, and is connected to the vehicle control device 23. The battery 24 is also connected to the voltage converter 18, and converts the voltage to a low voltage required by the vehicle electric load 19, the combustion heaters 14 </ b> A, 14 </ b> B, and the air pump 15. The vehicle control device 23 includes a CPU and a memory (not shown), and is configured as a computer. The vehicle control device 23 is connected with an accelerator pedal sensor 21 for generating a driving operation signal, a selector switch 22, and the like, in addition to the key switch 20, and the vehicle control device 23 operates based on these signals. 25 is controlled. The remaining battery capacity memory 23-1 is a memory that records the remaining battery capacity calculated based on the voltage and current supplied from the battery 24.

[0006] When the state of charge of the battery decreases to a predetermined value (a required charge start value P ₂ ), the vehicle control device 23 issues a signal for activating the power generation device 1. The power generating device 1 is mainly composed of a motor 3 and a generator 6,
The generator 3 drives the generator 6 to generate power. The power generation output is connected to be supplied to the battery 24. When the battery 24 is charged and the remaining capacity rises to another predetermined value (charging completion value P ₁ ), the power generation device 1
Signal to stop.

[0007] The motor control device 2 receives a signal from the vehicle control device 23 and performs start / stop control and rotation speed control of the motor 3. Normally, the battery 24 is charged by the generator 6
Is driven at a constant rotation, the motor 3 is controlled to a constant rotation. The generator control device 5 controls the generated voltage and the generated current of the generator 6 in consideration of the voltage and the current of the battery 24.

In the case of this example, two DPs are provided in the exhaust pipe 7 connected to the exhaust manifold 4 of the motor 3.
F devices 12A and 12B are provided in parallel. DPF
The devices 12A and 12B are provided with filters 13A and 13B, respectively.
B, combustion heaters 14A and 14B are provided.
The switching valve 10 provided in the middle of the exhaust pipe 7 is a valve for switching the exhaust gas to one of the two DPF devices 12A and 12B.

[0009] A good amount of air is required for good combustion of particulates by a combustion heater.
An air pump 15 is connected to supply the air. The switching valve 11 provided in the middle of the pipe 15-1 from the air pump 15 sends air from the air pump 15
This is a valve for switching to one of the two DPF devices 12A and 12B. The reason why two DPF devices are provided in parallel is that if one filter is used and its filter becomes clogged, it is switched to the other and used. Then, a regeneration process for eliminating clogging is performed during a period in which it is not used.

[0010] The detection of filter clogging is performed by DP
The detection is performed based on a detection signal from a pressure sensor 8 that detects an air pressure on the inlet side of the F apparatus and a detection signal from a pressure sensor 9 that detects an air pressure on the outlet side. If the pressure difference between the two becomes equal to or more than a predetermined value, it is detected as clogging. (As another method for detecting clogging, the operation time of the power generation device 1 is accumulated, and detection is performed based on the value of the accumulated time. There is also a method.)

The energization of the combustion heaters 14A, 14B and the air pump 15 is performed by switching means 16A, 1 respectively.
This is performed from the voltage converter 18 via 6B and 17.
The energization time for each is set in advance as a fixed value. The on / off of these switch means is controlled by a control signal from the vehicle control device 23 when performing the filter regeneration processing.

When clogging occurs while using the DPF device 12A, the switching valve 10 is switched to the sound DPF device 12B. At the same time, the switching valve 11 is switched to the clogged DPF device 12A side. Then, the switch means 16A is turned on to energize the combustion heater 14A,
The particulate matter trapped in the filter 13A is ignited (the ignition is determined, for example, by detecting the energization time to the combustion heater or the temperature of the filter).

After ignition, the switch means 17 is turned on to operate the air pump 15 to supply air to the combustion heater 14A. The combustion is continued by the air supplied from the air pump 15. When the particulates have completely burned, the switch means 17 is turned off and the air pump 15 is turned off.
The power supply to the air pump is stopped (the determination of the end of combustion is performed, for example, by detecting the power supply time to the air pump or the temperature of the filter). In order to ensure combustion, it is better to energize the combustion heater until the end of combustion. However, depending on the type of filter, there may be a case in which energization of the combustion heater may be stopped once ignition has occurred.

[0014] As a conventional document relating to a hybrid electric vehicle, there is, for example, Japanese Patent Application Laid-Open No. 4-67703.

[0015]

[Problems to be solved by the invention]

(Problems) The above-mentioned conventional technology has the following problems. The first problem is that the combustion heaters 14A, 14A
Since power is supplied to the vehicle B and the vehicle electrical load 19 through the path of the power generation device 1 → the battery 24 → the voltage converter 18, a large amount of energy loss occurs on the way. . The second problem is that
The point is that a large-capacity voltage converter is required as compared with a voltage converter of an electric vehicle not using a DPF device.

(Explanation of Problems) First, regarding the first problem, by the time power is supplied to the combustion heaters 14A, 14B and the vehicle electric load 19, charging, discharging, and discharging of the battery 24 are performed. The voltage conversion in the voltage converter 18 is performed. However, the charge / discharge efficiency and the voltage conversion efficiency are of course not 100%, and energy loss is inevitably generated in these processes.

Next, regarding the second problem, the power consumption of the combustion heaters 14A and 14B is larger than that of the vehicle electric load 19, and one energization time is relatively long.
It lasts several minutes to several tens of minutes. Therefore, the voltage converter 1
The capacity of the battery 8 must be about three times as large as that for supplying power only to the vehicle electrical load 19.

If power is supplied to the combustion heaters 14A and 14B directly from the battery 24, energy loss is reduced and the capacity of the voltage converter 18 can be reduced. However, this causes a new problem that the combustion heater and its periphery must be insulated to withstand the high voltage of the battery 24. An object of the present invention is to solve the above problems.

[0019]

According to the present invention, there is provided a motor for driving a vehicle, a battery for driving the motor for driving the vehicle, and a diesel engine as an engine. An engine generator that is activated when the remaining capacity becomes low and performs charging, a diesel particulate filter device provided in the exhaust system of the engine, control of the vehicle drive motor, and charging of the battery In a hybrid electric vehicle comprising a vehicle control device for controlling and controlling the diesel particulate filter device, a power generation output from the power generating device is supplied to the battery side or a filter regeneration processing means side of the diesel particulate filter device. A changeover switch to switch between the two when charging the battery. When the power generation device is controlled to generate power at a voltage suitable for charging the battery, the changeover switch is switched to the battery side, and when the diesel particulate filter device is subjected to regeneration processing, the power generation device is subjected to the filter regeneration. In addition to controlling the power generation at a voltage suitable for the operation of the processing means, the changeover switch is switched to the filter regeneration processing means.

(Summary of operation to be solved) The power supply to the filter regeneration processing means (combustion heater and air pump) of the DPF device is performed by converting the battery for supplying power to the vehicle drive motor to a low voltage by a voltage converter. Instead, the power generation voltage of the power generation device was lowered by reducing the rotation speed of the motor to about the idling speed, or by reducing the excitation current of the generator, and the power was supplied directly from there. Therefore, the capacity of the voltage converter only needs to be sufficient to supply power to other vehicle electrical loads, and can be reduced. Also, since the power supplied via the voltage converter is reduced, the energy loss there is also reduced.

[0021]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram showing a hybrid electric vehicle according to the present invention. Reference numerals correspond to those in FIG. 5, reference numeral 23-2 denotes a used DPF device memory,
Reference numeral 23-3 denotes a required reproduction flag memory, and reference numeral 26 denotes a changeover switch. The same reference numerals as those in FIG. 5 denote the same components, and a description thereof will be omitted.

The changeover switch 26 supplies the power generation output from the power generation device 1 to the battery 24 or a filter regeneration processing means (combustion heaters 14A, 14B).
And an air pump 15). As will be described later in detail, when supplying power to the battery 24, the power generation device 1 is operated in the same manner as in the prior art (that is, a high voltage (about 30 V) sufficient to charge the battery 24.
0V). On the other hand, when the power is supplied to the filter regeneration processing means, the power generation device 1 is operated at a low rotation speed (for example, about idling rotation) so as to generate a low voltage suitable for operating the power generation devices.

Power is supplied to the vehicle electrical load 19 via the voltage converter 18 as in the prior art. However, according to the present invention, the load of the voltage converter 18 is the vehicle electrical load 1.
Since it is only 9, the capacity may be much smaller than the conventional example (about one third). Therefore, the cost is lower,
The resulting energy loss is also reduced.

For the convenience of control, the following memory is provided in the vehicle control device 23. Used sound DPF device memory 23-2 = Memory for recording which sound DPF device is used. For example,
The DPF device 12A has a sound (not clogged) DP.
When the exhaust gas is supplied to the F apparatus, the DPF apparatus 12A is recorded. However, prior to the ignition of the particulates, the recording is not performed when exhaust gas is supplied to the clogged DPF device for heating treatment (see step 13 in FIG. 2 described later). Reproduction required flag memory 23-3 = Memory for recording a flag indicating whether the filter of any of the DPF devices is clogged. For example, when it is detected by the pressure sensors 8 and 9 that either of them is clogged, the value of the flag is set to “1”, and when the filter regeneration process is completed, the value of the flag is set to “1”. Memory to be used.

Next, the control operation will be described. (Outline of Control) When the remaining capacity of the battery 24 decreases, the changeover switch 26 is switched to the battery 24 side, and the power generation device 1 starts power generation to charge the battery 24. When the clogging of the DPF device is detected, it is determined when the battery 24 is not charged,
The changeover switch 26 is switched to the filter regeneration processing means side to cause the power generation device 1 to generate low voltage. Then, the low-voltage output is directly supplied to the filter regeneration processing means to be operated.

(Details of Control) FIG. 2 is a flowchart illustrating control of the hybrid electric vehicle according to the present invention. In this embodiment, the combustion heater is energized until the end of the particulate combustion. When the key switch 20 is turned on, this flowchart is started, and the flow is repeated in a short cycle.

Step 1: The state of signals related to the control of the DPF device is changed by the ON signal of the key switch 20.
Set to the initial state. For example, the power generator 1 is stopped (signals to the motor controller 2 and the generator controller 5 are turned off), and the combustion heaters 14A, 14B, the air pump 15
Is stopped (switch means 16A, 16B,
17 is off). Almost all of them are already stopped or turned off, but be sure to keep that state. However, as the values of the used DPF device memory 23-2, the regeneration required flag memory 23-3, etc., the values at the end of the previous operation are retained as they are.

Step 2: Used DPF device memory 23-
2. Read the value of the required reproduction flag memory 23-3. By this reading, at the end of the previous operation, there was a DPF device with a clogged filter (hereinafter referred to as a “clogged DPF device”), and if so, which DP
It can be seen that it is the F device. For example, if the DPF device 12A is recorded in the used DPF device memory 23-2 and “1” is recorded in the required reproduction flag memory 23-3, it is understood that the DPF device 12B is clogged. Because, as will be described later (steps 10 to 15), when the DPF device in use is clogged, the regeneration required flag memory 23-3 is set to "1", and the DPF device to be used is switched to a healthy one. Because it can be done. The first one to be used this time is, of course, the healthy one. If both are healthy, the one used last time is used. This selection is made by switching the switching valve 10.

Step 3: It is checked whether or not the power generating apparatus 1 is generating power for filter regeneration. The power generation for filter regeneration is power generation that generates low-voltage power for operating filter regeneration processing means (combustion heaters and air pumps). The rotation of the motor 3 is suppressed to about idling rotation, and the generator 6 is excited. This is done by reducing the current. Whether or not the power generation for filter regeneration is performed is determined by, for example, a control signal to the motor control device 2 or the generator control device 5, the number of rotations of the motor 3, the power generation voltage of the generator 6, and a switching signal to the switch 26. Can be checked by checking In addition, the key switch 20 is turned on.
Immediately after this, since the power generation for filter regeneration is not performed, the process proceeds to step 4.

Step 4: If power generation for filter regeneration is not performed, it is checked whether or not normal power generation is being performed. The normal power generation is a power generation for charging the battery 24, and is a power generation that generates a higher voltage than the power generation for the filter regeneration. Whether or not this power generation is being performed can be checked in the same manner as described in step 3.

Step 5: Battery remaining capacity memory 23
Remaining battery capacity recorded in the -1, checks whether the charging start required value P ₂ or more. 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 24.

[0032] If less than Step 6 ... start charging required value P _2, it switches the changeover switch 26 to the battery 24 side, to start charging to start the engine generator apparatus 1. That is,
A signal is sent to the motor control device 2 and the generator control device 5 to operate the power generator 1. Step 7: This step represents a control routine of the vehicle drive motor 23. The control of the vehicle drive motor 25 is performed based on a driving operation signal from the accelerator pedal sensor 21 or the like at the time when the flow has flowed to this step.
This is performed by controlling the power supply to the vehicle drive motor 25. This control is known.

Step 8: Discharge amount from battery 24,
The remaining battery capacity is determined from the amount of charge from the power generation device 1, and the value is recorded in the remaining battery capacity memory 23-1 (the value is updated). This is also performed every time the flow chart is executed. When this is completed, the process returns to step 3 again, and the flow is repeated. A method for calculating the remaining capacity of the battery is known. Step 9: If normal power generation is being performed in Step 4, it is checked whether the value of the required regeneration flag memory 23-3 is 1. If it is 1, the clogged DPF will be
This indicates that there is a device and that the filter regeneration process has not been completed yet. If 0, clogged DPF
This indicates that there was no device.

Step 10: Reproduction required flag memory 23-
If the value of 3 is 0 (that is, there is no DPF device requiring the regeneration process at the time of the previous flow, and the DPF device in use is not yet clogged), the Check if the DPF device is clogged at the moment. For example, it is checked whether or not the pressure difference between the pressure sensors 8 and 9 is equal to or more than a predetermined value (there is also a method of checking whether or not the operating time integrated value of the motor has exceeded a predetermined time). If it is not clogged, proceed to step 16. In the present invention, as described in step 13, prior to performing the filter regeneration process, a heating process is performed in which exhaust gas is sent to a clogged DPF device to warm it in order to facilitate ignition of the collected particulates. In consideration of the particulate matter further collected during the heating process, the pressure difference is determined so that the clogging is detected at a stage before the clogging becomes so severe that the regeneration process is required. A predetermined value or the like is determined.

Step 11: If filter regeneration processing is required in step 10, the value of the regeneration required flag memory 23-3 is set to "1". Step 12: It is checked whether the remaining capacity of the battery 24 being charged has risen to (P ₁ −α) or more. Here, P ₁ and α are the following values. P ₁ = remaining battery capacity value to be finally reached by charging (that is, charging completion value. This is set in advance in consideration of the characteristics of the battery 24). α = In the present invention, prior to the filter regeneration processing, exhaust gas is sent to the clogged DPF device to warm the collected particulates, but exhaust gas is sent to the clogged DPF device for particulate heating. (The value of α is estimated and set from the degree of increase in the remaining battery capacity due to normal power generation and the time required for particulate heating). If placed in a (P _1-.alpha.) to particulate heat treatment where charged, because they are also charged performed during heating process, where the heating process is finished, successfully goal P ₁
Will be charged.

Step 13: The remaining battery capacity is (P ₁
-Α), the charging purpose has almost been achieved, and preparation for the regeneration process of the clogged DPF device is started. That is, the exhaust gas is sent to the clogged DPF device in order to warm the collected particulates. Step 14: If the state of charge of the battery has not yet reached (P ₁ −α), the switching valve 10 is switched so as to send exhaust gas to a sound DPF device. If such a switch has already been made, that state is maintained. Since the charging of the battery 24 must be performed first, the priority is given to this, and the regeneration process of the clogged filter is performed after the charging is completed.

Step 15: The DPF device to be used as a result of the switching in Step 14 is replaced with the used DPF.
It is recorded in the device memory 23-2. Step 16 ... remaining battery capacity is checked whether a P ₁ or more. If not become a charge completion value P ₁ or more, there is still a need to continue charging. In that case, proceed to step 7. Step 17 ... battery remaining capacity when it becomes a P ₁ or more, the value of the main regeneration flag memory 23-3 is checked whether 1. At that point, the DP that must be regenerated
This is for confirming whether the F apparatus exists.

Step 18: Reproduction required flag memory 23-
If the value of 3 is not 1, it means that there is no clogged DPF device, and the power generating device 1 is stopped. Step 19: If the value of the reproduction required flag memory 23-3 is 1, the filter is started so as to start reproduction of the filter. The details will be described later with reference to FIG. Step 20: If it is determined in step 3 that power generation for filter regeneration is being performed, filter regeneration processing is performed. The details will be described later with reference to FIG.

Next, the details of the filter regeneration start process (step 19 in FIG. 2) will be described with reference to the flowchart in FIG. Step 191: The switching valve 10 is switched so as to send the exhaust gas toward the sound DPF device. Before the regeneration process, exhaust gas is supplied to the clogged DPF device for heating treatment (step 13), but the exhaust gas is switched to a sound DPF device. If the ignition is attempted while the exhaust gas continues to flow, the ignition is hindered by the wind.

Step 192: A sound DPF device which is to send exhaust gas is stored in the used DPF device memory 23-2.
To record. This is just in case. Step 193: A command is sent to the power generation device 1 to start power generation for filter regeneration. That is, the number of rotations of the motor 3 is set to about idling, and the generated voltage from the generator 6 is generated so as to be a low voltage suitable for supplying power to the combustion heater and the air pump.

Step 194: The changeover switch 26 is switched so that the power output from the power generator 1 can be supplied to the combustion heater and the air pump. Step 195: The switch is turned on so as to supply power to the clogged DPF combustion heater. For example, if the filter 13A of the DPF device 12A is clogged, the switch 16A is turned on to supply power to the combustion heater 14A. Thus, regeneration of the filter is started.

Next, the details of the filter regeneration process (step 20 in FIG. 2) will be described with reference to the flowchart in FIG. Step 201: It is checked whether or not the particulate matter has been ignited. This can be checked by checking whether a predetermined time has elapsed since the start of energization of the combustion heater or whether the temperature of the filter has risen to the predetermined temperature. If not, the process proceeds to step 203. Step 202: If the particulates are ignited, the switch means 17 is turned on to operate the air pump 15.
If air is supplied before the ignition, the air cools the filter by the wind or blows out the fire at the time of ignition, thereby preventing the ignition rather than supplying the air.

Step 203: It is checked whether or not the burning of the particulate has been completed. If not completed, step 20 is terminated and the process proceeds to step 7 in FIG. There are the following methods for checking the completion of combustion. One method is by detecting the temperature of the filter. When the combustion is completed, the temperature of the filter decreases. Therefore, it can be checked that the temperature of the filter has dropped below a predetermined temperature. Also, as another method,
There is a method of measuring the time from the start of energization of the air pump 15 (that is, the start of combustion). The amount of particulates collected before the regeneration process is determined to be necessary is substantially known by experiments and the like, and the time until the burning is completed is also substantially known. Therefore, if the combustion is performed for that time, it can be determined that the combustion is completed.

Step 204: When the burning of the particulates is completed, the combustion heater and the air pump 15 to which power has been supplied are turned off (switch means 16A (or 1).
6B) and the switch means 17 are turned off). Step 205: Since the completion of the combustion means that the regeneration of the filter has been completed, the value of the regeneration required flag memory 23-3 is set to "0". Step 206: The changeover switch 26 is switched so that the power generation output is sent to the battery 24.

[0045] Step 207 ... the remaining battery capacity, investigate whether there is the start of charging required value P ₂ or more. If Step 208 ... start charging required value P ₂ or more, because still there is no need to charge the battery 24, thereby stopping the power generation of the engine generator apparatus 1. Step 209: The remaining battery capacity is the charging start necessary value P
_If it is less than ₂ , the battery 24 needs to be charged, and the power generation device 1 is shifted to normal power generation. That is,
A command is sent to the motor control device 2 and the generator control device 5 to increase the number of revolutions and increase the exciting current to increase the generated voltage.

In the above-described embodiment, air for burning particulates is supplied by the air pump 15, but it is not a valve that allows the exhaust gas switching valve 10 to flow to only one side, but one of the exhaust gases. The structure related to the air pump 15 (the air pump 15, the switching valve 11, the switch means 17, and the like) is achieved by forming the valve having a structure capable of leaking the part to the other side.
May be omitted. The reason is that when performing particulate combustion, the engine 3 is operated at a rotation of about idling, but in that case, the exhaust gas still contains a relatively large amount of oxygen.
This is because the particulates will burn sufficiently if a part of it is poured. If the air pump 15 is omitted, the power consumed there can also be saved.

[0047]

As described above, according to the hybrid electric vehicle of the present invention, power is supplied to the regeneration processing means (combustion heater and air pump) of the DPF device from a battery for supplying power to the vehicle drive motor. Instead of converting the voltage to a low voltage, the power generation voltage of the power generator is lowered by, for example, reducing the rotation speed of the motor to about the idling speed, and the power is directly supplied from there. for that reason,
The capacity of the voltage converter only needs to be sufficient to supply power to other vehicle electrical loads, and can be made smaller than before. Also, since the power supplied via the voltage converter is reduced, the energy loss there is also reduced.

[Brief description of the drawings]

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

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

FIG. 3 is a flowchart illustrating details of a filter reproduction start process;

FIG. 4 is a flowchart illustrating details of a filter regeneration process;

FIG. 5 is a block diagram showing a conventional hybrid electric vehicle.

[Explanation of symbols]

Reference numeral 1 denotes a power generator, 2 denotes a motor controller, 3 denotes a motor,
4 Exhaust manifold, 5 Generator generator, 6 Generator, 7 Exhaust pipe, 8, 9 Pressure sensor, 10, 11 Switching valve, 12A, 12B DPF device, 13A, 13B
Filters, 14A, 14B: combustion heater, 15: air pump, 16A, 16B: switch means, 17: switch means, 18: voltage converter, 19: vehicle electric load,
20 key switch, 21 accelerator pedal sensor, 2
2 selector switch 23 vehicle control device 23-1
... Remaining battery capacity memory, 23-2 ... Used DPF device memory, 23-3 ... Reproduction required flag memory, 24 ... Battery, 25 ... Vehicle drive motor, 26 ... Switch

Claims (1)

[Claims] 1. A motor generator for driving a vehicle driving motor, a battery for driving the vehicle driving motor, and a diesel engine as an engine, and being activated when the remaining capacity of the battery becomes low and charging the battery. Device, a diesel particulate filter device provided in the exhaust system of the motor, and a vehicle control device for controlling the vehicle drive motor, controlling charging of the battery, and controlling the diesel particulate filter device And a changeover switch for switching the power output from the power generating device to the battery side or the filter regeneration processing means side of the diesel particulate filter device, when charging the battery. Generating power at a voltage suitable for charging the battery When the regeneration switch is switched to the battery side to regenerate the diesel particulate filter device, the power generation device is controlled to generate power at a voltage suitable for the operation of the filter regeneration processing means. A hybrid electric vehicle, wherein the changeover switch is switched to the filter regeneration processing means.