JP2004222395A - Regenerative energy controller of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To recover regenerative energy even upon the occurrence of an abnormality in a means consuming the regenerative energy. <P>SOLUTION: In a vehicle 10, regenerative energy at the time of braking is set, regenerative energy being generated in a traveling motor 36 is controlled to a set level, and an inverter 34 connected with the traveling motor 36 is connected with a resistor 46 so that excess regenerative energy, which cannot be stored in a battery 32 having a specified capacity, is consumed by the resistor 46. Upon the occurrence of an abnormality in the resistor 46, regenerative energy is reduced so that it can be stored in the battery 32 and no energy is consumed by the resistor 46. Consequently, regenerative energy can be recovered by the battery 32 even upon the occurrence of an abnormality in the resistor 46. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a regenerative energy control device for a vehicle.
[0002]
[Prior art]
Conventionally, an inverter that converts AC power (regenerative energy) input from a motor to a drive shaft into DC power, a battery that stores the DC power of the inverter, and an amount of power that cannot be stored by the battery among the DC power of the inverter. 2. Description of the Related Art A vehicle provided with a resistor that converts heat into heat and emits the heat has been proposed (for example, see Patent Document 1). When the temperature of the resistor rises, the control device mounted on this vehicle determines that an abnormality has occurred in the resistor, stops the operation of the inverter, and reduces the terminal voltage of the fan motor that cools the resistor. Then, it is determined that there is a risk that the cooling capacity of the fan motor is reduced and the resistor becomes hot, and the operation of the inverter is stopped.
[0003]
[Patent Document 1]
JP-A-5-30606
[0004]
[Problems to be solved by the invention]
However, when an abnormality occurs in the resistor or when there is a risk of an abnormality occurring in the resistor, the operation of the inverter is stopped. There was a problem that energy could not be recovered.
[0005]
The present invention has been made in view of such a problem, and provides a vehicle regenerative energy control device that can recover regenerative energy even when an abnormality occurs in an energy consuming unit that consumes regenerative energy. With the goal.
[0006]
[Means for Solving the Problems and Their Functions and Effects]
In order to achieve at least a part of the above-described object, a first aspect of the present invention is to provide a generator that generates regenerative energy by power from a rotating shaft connected to wheels that are rotated by an external force during vehicle braking;
Target regenerative energy setting means for setting a target regenerative energy during vehicle braking;
Regenerative energy control means for controlling regenerative energy generated by the generator to be the target regenerative energy;
Energy storage means capable of storing regenerative energy generated by the generator;
Energy consuming means capable of consuming regenerative energy generated by the generator;
When the energy consuming means and the generator are connected so that the energy consuming means consumes surplus energy of the regenerative energy generated by the generator that cannot be stored by the predetermined capacity of the energy storing means. Abnormality determination means for determining whether an abnormality has occurred in the energy consuming means;
Target regenerative energy updating means for updating the target regenerative energy to an acceptable value beyond the predetermined capacity in the energy storage means when an abnormality occurs in the energy consuming means;
It is provided with.
[0007]
In this regenerative energy control device for a vehicle, a target regenerative energy at the time of vehicle braking is set, and the regenerative energy generated by the generator is controlled so as to reach the set target regenerative energy. The energy consuming means and the generator are connected so that the energy consuming means consumes excess energy that cannot be stored by the capacity. When an abnormality occurs in the energy consuming means while the energy consuming means and the generator are connected as described above, the energy storage means updates the target regenerative energy to an acceptable value exceeding a predetermined capacity. , So that the regenerative energy consumed by the energy consuming means is not generated. Therefore, even when an abnormality occurs in the energy consuming means, the regenerative energy can be recovered by the energy storing means.
[0008]
The regenerative energy control device for a vehicle according to the present invention further includes a capacitor that is charged by regenerative energy generated by the generator, wherein the energy storage unit and the energy consuming unit store the regenerative energy generated by the generator in the capacitor. May be supplied via In this case, if the regeneration is continued without updating the target regenerative energy when an abnormality occurs in the energy consuming means, there is no place for surplus energy that cannot be stored with the predetermined capacity of the energy storage means, and the capacitor may be overvoltaged. However, in this case, when an abnormality occurs in the energy consuming means, the energy storage means updates the target regenerative energy to a value exceeding the predetermined capacity and can be accepted, so that the capacitor can be prevented from becoming overvoltage. .
[0009]
In the regenerative energy control device for a vehicle according to the present invention including a capacitor, the generator is an AC generator, and the capacitor converts AC regenerative power generated by the generator into DC power to convert the energy into DC energy. And a component of an inverter that supplies the energy consuming means. In this way, when an abnormality occurs in the energy consuming means, it is possible to prevent a capacitor overvoltage in the inverter, which leads to protection of the inverter.
[0010]
In the regenerative energy control device for a vehicle according to the present invention, mechanical braking means for mechanically braking the rotating shaft and the target regenerative energy updating means receive the target regenerative energy by the energy storage means exceeding the predetermined capacity. A brake control means may be provided for controlling the mechanical braking means to compensate for the braking force reduced by the update when the value is updated to a possible value. In this way, the braking force according to the regenerative energy after updating is smaller than the braking force according to the target regenerative energy before updating than the braking force according to the target regenerative energy before updating. By supplementing with the dynamic braking means, it is possible to avoid a reduction in the braking force due to the abnormality of the energy consuming means.
[0011]
In the regenerative energy control device for a vehicle according to the present invention, the energy consuming means may be a resistor that converts the regenerative energy into heat and discharges the heat to the outside. Because resistors are relatively inexpensive, they are suitable as an energy consuming means.
[0012]
In the regenerative energy control device for a vehicle according to the present invention, the generator may be a motor generator that applies power to the rotating shaft during running of the vehicle. As described above, it is preferable to use both the generator and the motor because the size can be reduced as compared with the case where both are provided separately.
[0013]
In the regenerative energy control device for a vehicle according to the present invention, the regenerative energy control device further includes voltage detecting means for detecting at least two predetermined voltages of the energy consuming means, and the abnormality determining means includes the regenerative energy generated by the generator. The voltage at the two points of the energy consuming means when the energy consuming means and the generator are connected to an amount that the energy consuming means consumes surplus energy that cannot be stored by the predetermined capacity of the energy storing means. When the values become substantially equal, it may be determined that an abnormality has occurred in the energy consuming means. In this way, the voltage of the energy consuming means can be detected by providing the voltage consuming means in the energy consuming means. If the two voltages are equal, it can be determined that an abnormality has occurred in the energy consuming means.
[0014]
The regenerative energy control device for a vehicle according to the present invention further includes a current detecting means for detecting a current flowing through the energy consuming means, wherein the abnormality determining means determines a predetermined capacity of the energy accumulating means of the regenerative energy generated by the generator. When the energy consuming means is connected to the generator so that the energy consuming means consumes excess energy that cannot be accumulated in the above, when the current flowing through the energy consuming means becomes substantially zero, It may be determined that an abnormality has occurred in the energy consuming means. With this configuration, by providing the current detecting means in the energy consuming means, the current of the energy consuming means can be detected, and it can be determined that an abnormality has occurred in the energy consuming means based on the detected current.
[0015]
In the regenerative energy control device for a vehicle according to the present invention, the regenerative energy control device further includes an energy detecting unit that detects a regenerative energy for storage supplied to the energy storing unit out of the regenerative energy generated by the generator. When the energy consuming means and the generator are connected so that the energy consuming means consumes surplus energy of the regenerative energy generated by the machine which cannot be stored by the predetermined capacity of the energy storing means, When there is no longer a substantial difference between the target regenerative energy and the storage regenerative energy, it may be determined that an abnormality has occurred in the energy consuming means. In this case, the target regenerative energy is obtained by the sum of the regenerative energy for storage and the regenerative energy supplied to the energy consuming means. Therefore, whether or not an abnormality has occurred in the energy consuming means depends on the target regenerative energy and the regenerative energy for storage. By comparing the difference with the energy, it can be determined that an abnormality has occurred in the energy consuming means when the substantial difference disappears.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an explanatory diagram illustrating a schematic configuration of a vehicle regenerative energy control device according to the present embodiment.
[0017]
As shown in FIG. 1, the vehicle 10 includes a traveling motor 36 for transmitting power to a drive shaft 38 connected to the wheels 12a and 12b using electric power supplied from a battery 32 via an inverter 34, and a switch 42. , A resistor 46 connected in parallel to the battery 32 via a brake, a hydraulic brake 96a, 96b for braking the wheels 12a, 12b from a master cylinder 88 connected to a brake pedal 85 via a hydraulic adjustment device 92, and the vehicle 10 And a controller 70 for controlling the whole of the system.
[0018]
The traveling motor 36 is configured, for example, as a well-known synchronous generator motor that functions as a motor and also functions as a generator, and exchanges power with the battery 32 via the inverter 34. A drive shaft 38 connected to the wheels 12a and 12b via a differential gear 14 is connected to the motor shaft. Therefore, the power output from the traveling motor 36 is transmitted to the wheels 12a and 12b via the differential gear 14, and the propulsion of the vehicle 10 is obtained.
[0019]
By controlling the switch 42 by the controller 70, the resistor 46 is disconnected from the inverter 34 when the driving state of the vehicle 10 is controlling the driving of the driving motor 36, while when the regenerative control is being performed. It is connected to inverter 34 based on the remaining capacity (SOC) of battery 32 calculated by controller 70. In addition, when the regenerative time is long or a vapor lock phenomenon is likely to occur as in a long downhill, the regenerative energy generated by the traveling motor 36 together with the battery 32 or in place of the battery 32 is consumed. Exhibits the effect of engine braking.
[0020]
The inverter 34 includes a switching element 34a, a capacitor 34b, and the like, and performs torque adjustment (switching control) by ON / OFF of the switching element 34a. Electric power is supplied to the traveling motor 36, while regenerative energy generated by the traveling motor 36 is supplied to the battery 32 and the resistor 46 during regenerative control. The built-in capacitor 34b prevents a voltage drop due to ON / OFF of the switching element 34a and keeps the voltage constant.
[0021]
The controller 70 controls the running of the vehicle 10 and is configured as a microprocessor centered on a CPU 72. The controller 70 includes a ROM 74 storing a processing program and the like, a RAM 76 temporarily storing data, and an input / output (not shown). Port. The controller 70 includes a power supply current Ip from a current sensor 52 attached in series between the battery 32 and the inverter 34, a power supply voltage Vp from a voltage sensor 54 for detecting a terminal voltage of the battery 32, , A resistance current Ir from a current sensor 44 attached in series to a resistor 46 connected via a switch 42, a shift position from a shift position sensor 82 for detecting the position of a shift lever 81, and the amount of depression of an accelerator pedal 83. , An accelerator opening AP from an accelerator pedal position sensor 84 for detecting the brake pedal position, a brake opening BP from a brake pedal position sensor 86 for detecting the amount of depression of the brake pedal 85, and a brake oil pressure from a hydraulic sensor 87 attached to the master cylinder 88. Pb of the vehicle 10 A vehicle speed V from a vehicle speed sensor 89 for detecting the row speed, control signals to the hydraulic adjusting device 92 is input via the input port. The controller 70 outputs a disconnection signal and a connection signal to the switch 42, a switching signal to the inverter 34, a drive signal to an actuator (not shown) provided in the hydraulic circuit, and the like via an output port. Further, the controller 70 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor 52 to manage the battery 32, and stores the remaining capacity (SOC) in the RAM 76.
[0022]
As shown in FIG. 1, a hydraulic circuit 94 extending from a master cylinder 88 connected to a brake pedal 85 to hydraulic brakes 96a and 96b of the wheels 12a and 12b adjusts the oil pressure to adjust the braking force by the oil pressure. A hydraulic adjustment device 92 is provided. The braking force applied to the wheels 12a, 12b by the hydraulic brakes 96a, 96b is determined by the controller 70 based on the depression force of the brake pedal 85 (brake opening BP, brake oil pressure Pb, etc.) and the running state of the vehicle. A control signal is sent to the hydraulic adjustment device 92 based on the brake oil pressure Pb detected from the oil pressure sensor 87 so that the hydraulic brakes 96a and 96b can be exerted.
[0023]
The ROM 74 obtains, in addition to the processing program, the relationship among the accelerator opening AP from the accelerator pedal position sensor 84, the brake opening BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 89, and the required power Po. An operating point for determining whether the driving state is a driving state in which the driving motor 36 is drive-controlled or a driving state in which the regenerative control is performed, based on a map or a relationship between the accelerator opening AP, the brake opening BP, and the vehicle speed V; Regeneration by the battery 32 and the resistor 46 is performed based on a map that obtains a relationship between the brake opening degree BP, the vehicle speed V, and the required braking force Bo, and a relationship between the required braking force Bo, the vehicle speed V, and the remaining capacity (SOC) of the battery 32. It stores a map or the like for obtaining a distribution ratio of a required braking force Bo between the brake and the mechanical brake by the hydraulic brakes 96a and 96b.
[0024]
Note that the braking of the vehicle 10 is controlled by the controller 70 so as to use the regenerative brake preferentially, and exceeds a limit value of the regenerative brake (for example, a value set based on the deceleration of the vehicle 10 or the like). Sometimes it is controlled to use a mechanical brake. Further, when the vehicle is at such a low speed that the regenerative energy cannot be taken out from the traveling motor 36, the control is performed using only the mechanical brake.
[0025]
Next, the operation of the vehicle 10 of the present embodiment will be described. FIG. 2 is a flowchart of the main control of the vehicle 10, and this process is read out every several msec and repeatedly executed. FIG. 3 is an explanatory diagram showing the relationship between the regenerative brake and the mechanical brake, and FIG. 4 is an explanatory diagram showing the remaining capacity (SOC) of the battery 32.
[0026]
When the main control process is executed, the CPU 72 of the controller 70 calculates the accelerator opening AP from the accelerator pedal position sensor 84, the brake opening BP from the brake pedal position sensor 86, and the vehicle speed V from the vehicle speed sensor 89. Reading (step S100), it is determined whether to perform drive control or regenerative control based on the read accelerator opening AP, brake opening BP, and vehicle speed V (step S110). When regenerative control is performed (for example, when the brake pedal 85 is depressed). When the brake opening BP exceeds a predetermined opening or when the accelerator pedal opening AP is zero and the vehicle speed V exceeds a predetermined speed, such as when the vehicle is running downhill, the read accelerator opening AP and the brake opening are used. The required braking force Bo is derived from the map of the ROM 74 based on the BP and the vehicle speed V (step S120). The distribution ratio between the braking by the regenerative brake and the braking by the hydraulic brake is derived from the map of the ROM 74 based on the derived required braking force Bo, the vehicle speed V, and the remaining capacity (SOC) of the battery 32 to obtain the target regenerative braking force and the target. A hydraulic braking force is obtained (step S130). For example, FIG. 3A shows a case where the required braking force Bo is braked only by the regenerative brake (= 100%), which corresponds to a case where the vehicle is running on a flat city and the accelerator pedal 83 is not depressed. As shown in FIG. 3A, normally, the regenerative braking is preferentially performed in consideration of fuel efficiency and the like. FIG. 3B shows a case where the required braking force Bo is braked in combination with the regenerative brake (= 40%) and the mechanical brake (= 60%). Is the case. As shown in FIG. 3B, when the limit value of the regenerative brake is exceeded, the mechanical brake (the hydraulic brakes 96a and 96b) is also braked.
[0027]
Next, it is determined whether or not the remaining capacity (SOC) of the battery 32 read from the RAM 76 is equal to or larger than the threshold value Sref1 (step S140). Here, the threshold value Sref1 is a value of a remaining capacity (SOC) set as a reference value (predetermined capacity) for limiting supply of regenerative energy generated by the traveling motor 36 to the battery 32 during braking of the vehicle 10. Yes, it is set according to the performance of the battery 32 and the running motor 36. Here, it is assumed that threshold value Sref1 is set to 65% of the rated capacity of battery 32. When the remaining capacity (SOC) of the battery 32 is smaller than the threshold value Sref1 in step S140, the connection between the inverter 34 and the resistor 46 is disconnected by the switch 42 (step S230), and the target regenerative braking force and the target hydraulic pressure The switching control of the inverter 34 and the hydraulic control of the hydraulic pressure adjusting device 92 are performed so as to obtain the power (step S210), and the processing of the main control ends. In the switching control of the inverter 34, a negative torque command value of the traveling motor 36 is calculated based on the target regenerative braking force, and the switching control of the inverter 34 is performed based on the torque command value. Thus, when the remaining capacity (SOC) of the battery 32 is smaller than the threshold value Sref1 (for example, in the state of FIG. 4A), the regenerative energy generated by the traveling motor 36 is stored in the battery 32. .
[0028]
On the other hand, when it is determined in step S140 that the remaining capacity (SOC) of the battery 32 is equal to or greater than the threshold value Sref1, the switch 42 connects the inverter 34 and the resistor 46 to consume the regenerative energy in the resistor 46 (step S150). ). Subsequently, it is determined whether or not the current Ir flowing through the resistor 46 detected from the current sensor 44 is smaller than a threshold value Iref (step S160). Here, the threshold value Iref is a value for determining whether or not the resistor 46 is disconnected. When the value is smaller than this value, the current can be regarded as substantially zero. This value is set in consideration of the influence of noise and the like. If the current Ir flowing through the resistor 46 is equal to or larger than the threshold value Iref in step S160, it is considered that the resistor 46 is not broken and is normal, and the target regenerative braking force and the target hydraulic braking force previously obtained are obtained. The switching control of the inverter 34 and the oil pressure control of the oil pressure adjusting device 92 are performed (step S210), and the processing of the main control is completed. As described above, when the remaining capacity (SOC) of the battery 32 is equal to or more than the threshold value Sref1 (for example, in the state of FIG. 4B) and the resistor 46 is normal, the regenerative energy generated by the traveling motor 36 Most of the heat is converted and consumed by the resistor 46, and part of the heat is stored in the battery 32. FIG. 3B shows an example in which the required braking force Bo at this time is distributed between the regenerative brake and the mechanical brake.
[0029]
On the other hand, if it is determined in step S160 that the current Ir flowing through the resistor 46 is smaller than the threshold value Iref, it is considered that the resistor 46 has been disconnected and an abnormality has occurred, and the switch 42 disconnects the connection between the inverter 34 and the resistor 46. Then, it is determined whether or not the remaining capacity (SOC) of the battery 32 is equal to or more than the threshold value Sref2 (step S180). Here, the threshold value Sref2 is a remaining capacity set as an upper limit value (a maximum value at which the battery 32 can be accepted) for limiting supply of regenerative energy generated by the traveling motor 36 to the battery 32 during braking of the vehicle 10. SOC), and is set according to the performance of the battery 32 and the traveling motor 36 in the same manner as the threshold value Sref1. Here, it is assumed that threshold value Sref2 is set to 75% of the rated capacity of battery 32. When the remaining capacity (SOC) of the battery 32 is smaller than the threshold value Sref2 in step S180, the target regenerative braking force obtained in step S130 is converted into regenerative energy that can be accepted before the remaining capacity (SOC) of the battery 32 reaches the threshold value Sref2. The target regenerative braking force at the time of abnormality determined based on the predetermined regenerative braking force is updated (step S190), and the mechanical braking (hydraulic brakes 96a, 96b) compensates for the reduced braking force by updating the target regenerative braking force. The target hydraulic braking force obtained in S130 is updated (step S200), and the switching control of the inverter 34 and the hydraulic control of the hydraulic adjustment device 92 are performed so that the updated target regenerative braking force and target hydraulic braking force are obtained (step S200). In step S210, the main control process ends. As described above, when the remaining capacity (SOC) of the battery 32 is equal to or larger than the threshold value Sref1 (for example, in the state of FIG. 4B) and the resistor 46 is abnormal, the regenerative energy generated by the traveling motor 36 is , The resistor 46 is limited to a smaller value than when the resistor is normal, and is stored in the battery 32 until the remaining capacity (SOC) of the battery 32 reaches the threshold value Sref2. For this reason, regenerative energy that has lost its place is not generated, and the possibility that the capacitor 34b of the inverter 34 becomes overvoltage is eliminated. FIG. 3C shows an example in which the required braking force Bo at this time is distributed between the regenerative brake and the mechanical brake. In FIG. 3C, when the distribution of the regenerative brake is 40% as shown in FIG. 3B when the resistor 46 is normal, an abnormality occurs in the resistor 46. ), The distribution ratio of the regenerative brake is 10%, and the distribution ratio of the mechanical brake is correspondingly reduced from 60% to 90%.
[0030]
On the other hand, when the remaining capacity (SOC) of the battery 32 is equal to or larger than the threshold value Sref2 in step S180, the target regenerative braking force is updated to zero because neither the resistor 46 nor the battery 32 is a destination for regenerative energy (step S220). . Thereafter, the target hydraulic braking force obtained in step S130 is updated so that the braking force reduced by updating the target regenerative braking force can be compensated for by the mechanical brake (step S200). Subsequently, the inverter control and the hydraulic control are executed so as to obtain the updated target regenerative braking force and the target hydraulic braking force (step S210). However, since the updated target regenerative braking force is zero, switching of the inverter 34 is performed. In the stop state, the hydraulic pressure of the hydraulic pressure adjusting device 92 is controlled so that the target hydraulic braking force becomes the required braking force Bo, and the processing of the main control ends. Also at this time, regenerative energy that has lost its place is not generated, and the possibility that the capacitor 34b of the inverter 34 becomes overvoltage is eliminated.
[0031]
On the other hand, when it is determined in step S110 that the vehicle is in the traveling state in which the driving of the traveling motor 36 is controlled, the connection between the inverter 34 and the resistor 46 is cut off by the switch 42 (step S240), and the accelerator opening read in step S100 is opened. The processing shifts to a routine for calculating the required power Po based on the degree AP and the vehicle speed V and driving the traveling motor 36 (step S250). After the processing ends, the main control processing ends. Here, the routine for driving the traveling motor 36 is not a feature of the present invention, and a description thereof will be omitted.
[0032]
According to the present embodiment described above, the target regenerative braking force is set when the vehicle 10 is braked, and the torque of the traveling motor 36 is controlled by the inverter 34 so that the set target regenerative braking force is obtained. The regenerative energy generated by the traveling motor 36 is controlled so that the regenerative energy becomes the target regenerative energy. The surplus energy of the regenerative energy that cannot be stored at a predetermined capacity (threshold Sref1) of the battery 32 is stored in the resistor 46. The resistor 46 and the traveling motor 36 are connected so as to be consumed. When the resistor 46 is connected to the traveling motor 36 and an abnormality occurs in the resistor 46, the battery 32 exceeds a predetermined capacity (threshold value Sref1) to reach an acceptable value. The regenerative braking force is updated so that the regenerative energy consumed by the resistor 46 is controlled so as not to be generated. Therefore, even when an abnormality occurs in the resistor 46, the regenerative energy can be recovered by the battery 32.
[0033]
In addition, since the regenerative energy generated by the traveling motor 36 when an abnormality occurs in the resistor 46 is reduced, it is possible to prevent a capacitor built in the inverter 34 from becoming overvoltage, and to protect the inverter 34. Leads to.
[0034]
Further, since the regenerative energy generated by the traveling motor 36 when the resistor 46 has an abnormality is reduced, the braking force corresponding to the reduced regenerative energy is reduced. By supplementing with the (hydraulic brakes 96a, 96b), it is possible to avoid a decrease in the braking force due to the abnormality of the resistor 46.
[0035]
Furthermore, the regenerative energy generated by the traveling motor 36 is converted into heat energy by the resistor 46. However, the resistor 46 is relatively inexpensive, and a heat radiating plate or the like can be provided to increase the heat radiation efficiency. , Suitable as an energy consuming means.
[0036]
Since the current Ir flowing through the resistor 46 is directly detected by the current sensor 44 mounted in series with the resistor 46, whether or not an abnormality has occurred in the resistor 46 before the built-in capacitor of the inverter 34 becomes overvoltage. Can be determined.
[0037]
It should be noted that the present invention is not limited to the above-described embodiment at all, and it goes without saying that the present invention can be implemented in various modes as long as it belongs to the technical scope of the present invention.
[0038]
In the embodiment described above, the current Ir flowing through the resistor 46 is directly detected by the current sensor 44 attached in series to the resistor 46 with the switch 42 connected, and an abnormality has occurred in the resistor 46 based on the detected current Ir. While the switch 42 is connected, three consecutive predetermined voltages are detected in the resistor 46 while the switch 42 is connected, and the second voltage is changed to the first or third voltage. May be determined to have occurred in the resistor 46. FIG. 5 is an explanatory diagram illustrating a method of detecting the voltage of the resistor. FIG. 5A is an explanatory diagram of detecting voltages at three points by voltage sensors provided at both ends (points A and C) of the resistor 46 and intermediate points (point B). For example, assuming that the point A is on the power supply voltage Vp side and the point C is on the ground (zero volt) side, it is possible to determine the failure (disconnection) of the resistor by comparing the voltage at the point B with the voltage at the point A or the point C. it can. Specifically, when the resistor 46 is normal, the points A, B, and C have different voltages. On the other hand, when the resistor 46 is abnormal, for example, when the line between AB is disconnected, the voltage at the point B becomes equal to the voltage (ground) at the point C, and when the line between BC is disconnected, the voltage at the point B becomes the voltage at the point A ( Vp). FIG. 5B is an explanatory diagram for detecting the voltage at any two points (points D and E) of the resistor 46. When the voltage is normal, the voltages at points D and E are different, and between the AD and the EC. When the wire is disconnected, the voltage at the point D becomes equal to the voltage at the point E.
[0039]
Alternatively, the regenerative energy supplied to the battery 32 is calculated based on the power supply current Ip from the current sensor 52 attached to the battery 32 and the power supply voltage Vp from the voltage sensor 54 with the switch 42 connected, and supplied to the battery 32. When there is no substantial difference between the calculated regenerative energy and the regenerative energy generated by the traveling motor 36 by performing switching control by the inverter 34 so as to achieve the set target regenerative braking force, the resistor 46 becomes abnormal. May be determined to have occurred. The regenerative energy supplied to the resistor 46 is determined by the difference between the regenerative energy generated by the traveling motor 36 and the regenerative energy supplied to the battery 32. If this difference substantially exists, the resistor 46 Can be determined to be normal, and when the difference substantially disappears, it can be determined that an abnormality has occurred in the resistor 46.
[0040]
In the above-described embodiment, the battery 32 is used as the power supply source for the traveling motor 36, but may be an electric double layer capacitor (hereinafter, capacitor). In general, a capacitor has better charge / discharge efficiency than the battery 32 and helps to improve fuel efficiency.
[0041]
Furthermore, in the above-described embodiment, one switch 42 is used to supply the regenerative energy generated by the traveling motor 36 to the resistor 46, but a plurality of switches 42 may be connected in parallel. In this case, even if the switch 42 fails, regenerative energy can be supplied to the resistor 46 by using the remaining switches.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram illustrating a schematic configuration of a vehicle regenerative energy control device according to an embodiment.
FIG. 2 is a flowchart of main control.
FIG. 3 is an explanatory diagram showing a relationship between a regenerative brake and a mechanical brake.
FIG. 4 is an explanatory diagram showing a state of charge (SOC) of a battery 32.
FIG. 5 is an explanatory diagram illustrating a method of detecting a voltage of a resistor.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Vehicle, 12a, 12b ... Wheel, 14 ... Differential gear, 32 ... Battery, 34 ... Inverter, 34a ... Switching element, 34b ... Capacitor, 36 ... Running motor, 38 ... Drive shaft, 42 ... Switch, 44 ... Current Sensor, 46: resistor, 52: current sensor, 54: voltage sensor, 70: controller, 72: CPU, 74: ROM, 76: RAM, 81: shift lever, 82: shift position sensor, 83: accelerator pedal, 84 ... Accelerator pedal position sensor, 85 ... Brake pedal, 86 ... Brake pedal position sensor, 87 ... Hydraulic sensor, 88 ... Master cylinder, 89 ... Vehicle speed sensor, 92 ... Hydraulic adjustment device, 94 ... Hydraulic circuit, 96a, 96b ... Hydraulic brake .

Claims (9)

A generator that generates regenerative energy by power from a rotating shaft connected to wheels that are rotated by an external force during vehicle braking,
Target regenerative energy setting means for setting a target regenerative energy during vehicle braking;
Regenerative energy control means for controlling regenerative energy generated by the generator to be the target regenerative energy;
Energy storage means capable of storing regenerative energy generated by the generator;
Energy consuming means capable of consuming regenerative energy generated by the generator;
When the energy consuming means and the generator are connected so that the energy consuming means consumes surplus energy of the regenerative energy generated by the generator that cannot be stored by the predetermined capacity of the energy storing means. Abnormality determination means for determining whether an abnormality has occurred in the energy consuming means;
A regenerative energy control device for a vehicle, comprising: target regenerative energy updating means for updating the target regenerative energy to an acceptable value exceeding the predetermined capacity by the energy storage means when an abnormality occurs in the energy consuming means. The regenerative energy control device for a vehicle according to claim 1,
A capacitor charged by regenerative energy generated by the generator,
A regenerative energy control device for a vehicle, wherein regenerative energy generated by the generator is supplied to the energy storage unit and the energy consuming unit via the capacitor. The generator is an alternator,
3. The regenerative energy control device for a vehicle according to claim 2, wherein the capacitor is a component of an inverter that converts AC regenerative power generated by the generator into DC power and supplies the DC power to the energy storage unit and the energy consumption unit. A regenerative energy control device for a vehicle according to any one of claims 1 to 3,
Mechanical braking means for mechanically braking the rotating shaft,
When the target regenerative energy updating means updates the target regenerative energy to an acceptable value beyond the predetermined capacity by the energy storage means, braking for controlling the mechanical braking means to compensate for the braking force reduced by the update. A regenerative energy control device for a vehicle, comprising: a control unit. The regenerative energy control device for a vehicle according to any one of claims 1 to 4, wherein the energy consuming means is a resistor that converts the regenerative energy into heat and discharges the heat to the outside. The regenerative energy control device for a vehicle according to any one of claims 1 to 5, wherein the generator is a motor generator that applies power to the rotating shaft during traveling of the vehicle. A regenerative energy control device for a vehicle according to any one of claims 1 to 6,
Voltage detecting means for detecting at least two predetermined voltages of the energy consuming means,
The abnormality determining means determines whether the energy consuming means and the generator have a sufficient amount of regenerative energy generated by the generator that consumes surplus energy that cannot be stored by the predetermined capacity of the energy storing means. A regenerative energy control device for a vehicle that determines that an abnormality has occurred in the energy consuming means when the voltage values of the two points of the energy consuming means are substantially equal when connected. A regenerative energy control device for a vehicle according to any one of claims 1 to 6,
Current detecting means for detecting a current flowing through the energy consuming means,
The abnormality determining means is configured to control the energy consuming means and the generator so that the energy consuming means consumes surplus energy of the regenerative energy generated by the generator that cannot be stored by the predetermined capacity of the energy storing means. A regenerative energy control device for a vehicle that determines that an abnormality has occurred in the energy consuming means when the current flowing through the energy consuming means is substantially zero when connected. A regenerative energy control device for a vehicle according to any one of claims 1 to 6,
Energy storage means for detecting storage regenerative energy supplied to the energy storage means out of regenerative energy generated by the generator;
The abnormality determining means is configured to control the energy consuming means and the generator so that the energy consuming means consumes surplus energy of the regenerative energy generated by the generator that cannot be stored by the predetermined capacity of the energy storing means. A regenerative energy control device for a vehicle that determines that an abnormality has occurred in the energy consuming means when there is no longer a substantial difference between the target regenerative energy and the regenerative energy for storage when connected.

Images