JP2011244568A - Deceleration-energy recovery controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a deceleration-energy recovery controller increasing the quantity of a deceleration energy recovered without deteriorating a drivability.SOLUTION: The deceleration-energy recovery controller includes: a recovery control means carrying out a deceleration-energy recovery control driving a refrigerant compressor and a generator in case of the deceleration of a vehicle so as to recover a vehicle deceleration energy to a cold storage and a battery; and a torque-distribution setting means setting the distribution ratio λ of the driving torques of the compressor and the generator in case of the deceleration-energy recovery control in response to the balances of cold-storage demand quantities and electric-storage demand quantities. The generator is driven by the torque larger than the target driving torque (Tsum×(1-λ)) of the generator corresponding to the distribution ratio λ for a response waiting period (t1 to t3 or t1 to t4) until the actual driving torque TH of the compressor increases to the target driving torque (Tsum×λ) corresponding to the distribution ratio λ after starting the driving of the compressor by the deceleration-energy recovery control.

Description

  The present invention relates to a deceleration energy recovery control device that controls a vehicle and a regenerator to recover vehicle deceleration energy.

  Examples of the auxiliary machine driven by the internal combustion engine include a compressor that compresses and discharges the refrigerant in the refrigeration cycle, and a generator. A system is known that drives both auxiliary machines (compressor and generator) when the vehicle is decelerated with the fuel injection cut off, and recovers the vehicle deceleration energy to the regenerator and battery. (See Patent Document 1).

  The system described in Patent Document 1 is intended for vehicles having an idle stop function. When recovering deceleration energy, the drive torque distribution ratio of both auxiliary machines at the time of deceleration is determined according to the balance between the cold storage requirement amount and the electricity storage requirement amount. I have control. According to this, it is possible to reduce the chance that the cold storage amount or the storage amount is insufficient during the idle stop, and it is possible to expand the idle stop period and improve the fuel efficiency.

JP 2009-196457 A

  Here, as the total drive torque of both accessories increases, the recovery amount of deceleration energy can be increased and fuel efficiency can be improved. However, if the drive torque of the accessory is excessive, the vehicle driver will decelerate to a sense of discomfort. Becomes larger and drivability deteriorates. And in the control of the said patent document 1, there exists room for improvement about this point.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a deceleration energy recovery control device that increases the recovery energy recovery amount without deteriorating drivability.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  According to the first aspect of the present invention, a compressor that is driven by an internal combustion engine to compress and discharge the refrigerant in the refrigeration cycle, a regenerator provided in the refrigeration cycle, and a generator that is driven by the internal combustion engine to generate electric power And a battery that can be charged with electric power generated by the generator.

  And the recovery control means which implements the deceleration energy recovery control which drives at least one of the compressor and the generator at the time of deceleration of the vehicle so that at least one of the regenerator and the battery recovers the deceleration energy of the vehicle And torque distribution setting means for setting a drive torque distribution ratio of the compressor and the generator during the deceleration energy recovery control in accordance with a balance between the cold storage required amount of the cool storage device and the required storage amount of the battery. In the response waiting period from when the compressor is driven by the deceleration energy recovery control until the actual drive torque of the compressor increases to the target drive torque according to the distribution ratio, the distribution ratio is set to Response-waiting power generation control means for driving the power generator with a torque larger than the target power driving torque of the power generator. To.

  Here, the response delay of the drive torque of the compressor is significantly larger than the response delay of the drive torque of the generator. Therefore, the following problems arise when the control by the response waiting power generation control means is not performed contrary to the above invention. In other words, during the period from when the compressor is started to when a predetermined time elapses (response waiting period), the actual drive torque of the compressor is distributed according to the balance between the cold storage request amount and the storage request amount. It is smaller than the driving torque corresponding to the rate. Therefore, the recovery amount of deceleration energy is reduced by the amount of torque shortage.

  In the above-described invention focusing on this point, the response waiting power generation control means increases the drive torque of the generator during the response waiting period in which the driving torque of the compressor 30 has not increased to a value corresponding to the distribution ratio. The recovery amount of deceleration energy can be increased by the increase. In addition, if the magnitude of the increase in the drive torque of the generator is set to the shortage of the drive torque of the compressor 30 during the response waiting period, the deceleration is not increased to the extent that the vehicle driver feels uncomfortable. The amount of recovery of deceleration energy can be increased. Therefore, the deceleration energy recovery amount can be increased without deteriorating drivability.

  In the invention according to claim 2, the response waiting power generation control means includes a deviation acquisition means for acquiring a deviation between a target drive torque of the compressor and an actual drive torque of the compressor according to the distribution ratio, and the deviation. And a torque increase amount setting means for setting a larger amount to increase the drive torque of the generator during the response waiting period.

  The amount of torque shortage of the compressor due to the response delay of the compressor described above changes sequentially from the start of driving of the compressor. According to the above invention in view of this point, there is provided deviation obtaining means for obtaining a torque shortage amount of the compressor (that is, a deviation between the target driving torque of the compressor and the actual driving torque of the compressor according to the distribution ratio). Since the torque increase amount of the generator is set to be larger as the deviation is larger, the torque increase amount of the generator can be set according to the torque shortage amount of the compressor that changes sequentially. Therefore, since the recovery amount of deceleration energy can be increased without excess or deficiency, drivability deterioration due to excessive recovery and fuel consumption deterioration due to excessive recovery can be avoided.

  According to the third and fourth aspects of the present invention, the allowable deceleration torque calculating means for calculating the allowable deceleration torque that is the maximum deceleration torque that can be permitted for the vehicle driver based on the requested deceleration according to the deceleration operation of the vehicle driver. And a drive torque calculation means for calculating a drive torque of the compressor and a drive torque of the generator when the deceleration energy recovery control is performed based on the allowable deceleration torque and the distribution ratio. And

  According to the above invention, the drive torque of the compressor and the generator at the time of deceleration energy recovery control can be set to a value corresponding to the balance between the cold storage request amount and the storage request amount, and the total value of both drive torques is It can be maximized (allowable deceleration torque) within a range that does not give the vehicle driver a feeling of strangeness. Therefore, the deceleration energy recovery amount can be increased without deteriorating drivability.

  In the fifth and sixth aspects of the invention, the vehicle includes a braking actuator that applies a braking force to the wheel, and a braking force control unit that controls the braking force by the braking actuator. When executing the deceleration energy recovery control and the braking force setting means for setting the braking force on the basis of the requested deceleration corresponding thereto, the braking force set by the braking force setting means is reduced and the reduced amount is reduced. And auxiliary machine torque increase control means for increasing the drive torque of the compressor and the generator by the corresponding torque.

  According to the above invention, when the deceleration energy recovery control is performed, the braking force by the braking actuator is decreased, and the driving torque of the compressor and the generator is increased by the torque corresponding to the decreased amount. The total value of both drive torques by the compressor and the generator can be increased without increasing. Therefore, the deceleration energy recovery amount can be increased without deteriorating drivability.

The figure which shows the whole structure of a battery system and an air conditioning system in 1st Embodiment of this invention. The flowchart which shows the procedure which controls the drive torque of an alternator and a compressor in 1st Embodiment. The functional block diagram explaining the method of setting the distribution ratio (lambda) in distributing auxiliary machine total torque Tsum to an alternator and a compressor. The functional block diagram explaining the processing content by step S19-S22 in FIG. The time chart which shows the one aspect | mode of the various change with respect to elapsed time at the time of implementing the process shown in FIGS. The flowchart which shows the procedure which controls the drive torque of an alternator and a compressor in 2nd Embodiment of this invention.

  Hereinafter, embodiments embodying the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings, and the description of the same reference numerals is used.

(First embodiment)
FIG. 1 shows the overall configuration of a battery system, an air conditioning system, and the like according to this embodiment.

  Each cylinder of the engine 10 (internal combustion engine) mounted on the vehicle B is provided with a fuel injection valve 11 for supplying fuel to the combustion chamber of the engine 10. The operation of the fuel injection valve 11 is controlled by an electronic control unit (engine ECU 12). The engine ECU 12 is mainly configured by a microcomputer including a known CPU, ROM, RAM, and the like.

  The energy generated by the combustion of the fuel is taken out as rotational power of the output shaft (crankshaft 13) of the engine 10. This rotational power is transmitted to drive wheels (not shown) of the vehicle via the transmission 14. The engine 10 may be a spark ignition type internal combustion engine such as a gasoline engine or a compression ignition type internal combustion engine such as a diesel engine.

  The engine ECU 12 receives detection signals from various sensors such as a crank angle sensor that detects the rotational speed of the crankshaft 13, an airflow sensor that detects the intake air amount, a vehicle speed sensor, and an outside air temperature sensor. In response to the input, the engine ECU 12 executes various control programs stored in the ROM, thereby performing combustion control of the engine 10 such as fuel injection control by the fuel injection valve 11.

  A starter 20 is connected to the crankshaft 13. The starter 20 is started by being supplied with electric power from the battery 21 when an ignition switch (not shown) is turned on, and applies an initial rotation to the crankshaft 13 to start the engine 10. The battery 21 is a secondary battery that can be charged with electric power generated by an alternator 22 (generator). The engine ECU 12 controls the amount of power generated by the alternator 22 so that the SOC (State of charge: the ratio of the actual charge amount with respect to the full charge amount) representing the charge amount of the battery 21 falls within an appropriate range. Specifically, the amount of power generation is adjusted (controlled) by adjusting the excitation current that flows through the rotor coil of the alternator 22.

  The vehicle B is equipped with an air conditioning system that air-conditions the passenger compartment. This air conditioning system includes a compressor 30 that sucks and discharges refrigerant to circulate the refrigerant in the refrigeration cycle, a condenser 31, a receiver 32, an expansion valve 33, an evaporator 34, and the like.

  The compressor 30 is a variable capacity compressor capable of continuously and variably setting the refrigerant discharge capacity by energization operation of an electromagnetically driven control valve (CV30a) included in the compressor 30. The pulley mechanically connected to the drive shaft of the compressor 30 is mechanically connected to the crankshaft 13 via the belt 15 and the crank pulley 16. Under the situation where the rotational power of the crankshaft 13 is transmitted to the compressor 30, the discharge capacity is adjusted by energizing the CV 30a. In the following description, it is assumed that the compressor 30 is driven when the discharge capacity is greater than 0, and the compressor 30 is stopped when the discharge capacity is 0.

  The condenser 31 is a member that performs heat exchange between air (outside air) blown from a fan (not shown) that is rotationally driven by a DC motor or the like, and refrigerant discharged from the compressor 30. The receiver 32 is provided for gas-liquid separation of the refrigerant flowing in from the condenser 31, temporarily storing the separated liquid refrigerant, and supplying only the liquid refrigerant to the downstream side. The liquid refrigerant stored in the receiver 32 is rapidly expanded into a mist by the expansion valve 33. The mist refrigerant is supplied to an evaporator 34 that cools the air blown into the passenger compartment. In the evaporator 34, a part or all of the refrigerant is vaporized by heat exchange between the air blown from a fan (eva fan 35) that is rotationally driven by a DC motor or the like and the refrigerant in the mist form. As a result, the air blown from the evaporator fan 35 is cooled, and the cooled air is blown into the vehicle interior, whereby the vehicle interior can be cooled.

  Further, the evaporator 34 is provided with a regenerator 36 configured to enclose a regenerator such as paraffin that stores heat of the refrigerant. This is a configuration for cooling the vehicle interior by the regenerator 36 without driving the compressor 30 during an idle stop period in which the engine 10 is automatically stopped by idle stop control described later.

  Specifically, when the compressor 30 is driven, heat of the refrigerant is stored in the evaporator 34 by heat exchange between the refrigerant supplied to the evaporator 34 and the regenerator 36. Thereafter, the air blown from the evaporator fan 35 and the regenerator 36 exchange heat while the compressor 30 is stopped, thereby cooling the blown air and sending the cooled air to the passenger compartment. This makes it possible to cool the passenger compartment. A refrigerant temperature sensor 34a for detecting the refrigerant temperature is provided in the immediate vicinity of the outlet of the evaporator 34. Further, the refrigerant that has flowed out of the evaporator 34 is sucked into the suction port of the compressor 30.

  An electronic control device (hereinafter referred to as an air conditioner ECU 37) that controls the air conditioning system is mainly configured by a microcomputer including a known CPU, ROM, RAM, and the like. The air conditioner ECU 37 has an operation signal of an A / C switch operated by a vehicle occupant and serving as a drive command for the compressor 30 to cool the passenger compartment, and an operation of a target temperature setting switch operated by the vehicle occupant. A signal which is a signal and becomes a target value (target temperature) of the vehicle interior temperature, and detection signals such as a vehicle interior temperature sensor for detecting the vehicle interior temperature and a refrigerant temperature sensor 34a are input. The air conditioner ECU 37 operates various devices such as the EVA fan 35 and the CV 30a by executing various control programs stored in the ROM in response to these inputs. And by operating these various devices, drive control of the compressor 30 and cooling control of the passenger compartment are performed.

  The drive control of the compressor 30 is performed by energizing the CV 30a to control the current actual drive torque of the compressor 30 to a target value described later. Specifically, the command discharge capacity for the compressor 30 is calculated so that the actual drive torque becomes the target value, and this command discharge capacity is converted into the drive current value of the CV 30a. Then, by performing duty control on the drive current flowing through the CV 30a according to the drive current value, feedback control is performed so that the actual drive torque becomes the target value.

  The vehicle B according to the present embodiment has an idle stop function. That is, the engine ECU 12 performs idle stop control for automatically stopping the engine 10 when a predetermined stop condition is satisfied during operation of the engine 10. When a predetermined restart condition is satisfied during the idle stop period, the engine 10 is automatically restarted by the starter 20. Thereby, the fuel consumption reduction effect of the engine 10 can be obtained.

  Furthermore, the vehicle B according to the present embodiment has a deceleration energy recovery function. That is, the alternator 22 is driven by the rotational driving force of the crankshaft 13 when the vehicle B travels at a reduced speed with the fuel injection from the fuel injection valve 11 cut and the lockup mechanism described below is operated. The engine ECU 12 (recovery control means) performs control (deceleration energy recovery control) for driving the compressor 30. Thereby, the deceleration traveling energy of the vehicle B is converted into heat energy, stored in the regenerator 36, converted into electric energy, stored in the battery 21, and collected.

  The lockup control will be described. A torque converter (not shown) is provided between the crankshaft 13 and the transmission 14 to transmit the rotational driving force of the crankshaft 13 to the transmission 14 via a fluid. Yes. When the lockup mechanism provided in the torque converter is operated, the crankshaft 13 and the transmission 14 are directly connected without the fluid. Thereby, the rotational driving force of the crankshaft 13 is transmitted to the alternator 22 and the compressor 30 via the crank pulley 16 and the belt 15 without being converted into torque by the torque converter.

  The driving torque of the compressor 30 (corresponding to the cold storage amount) during the deceleration energy recovery control can be controlled by controlling the operation of the CV 30a and variably setting the discharge capacity. Further, the drive torque (corresponding to the amount of stored electricity) of the alternator 22 during deceleration energy recovery control can be controlled by adjusting the excitation current that flows through the rotor coil of the alternator 22. Hereinafter, a procedure for controlling the drive torque of the alternator 22 and the compressor 30 during the deceleration energy recovery control will be described.

  FIG. 2 is a flowchart showing a control procedure of the driving torque by the microcomputer of the engine ECU 12, and this processing is started by a trigger that the ignition switch is turned on, and then a predetermined cycle (for example, the CPU described above performs). It is repeatedly executed at every calculation cycle or every predetermined crank angle.

  First, in step S10 shown in FIG. 2, it is determined whether deceleration energy recovery is requested. Specifically, deceleration energy recovery is required when the vehicle B travels at a reduced speed with the fuel injection from the fuel injection valve 11 cut and the lockup mechanism is operating.

  When deceleration energy recovery is requested (S10: YES), the process proceeds to step S11, and normal brake torque Tbk (braking force) where deceleration energy recovery is not requested is acquired. The brake torque Tbk is calculated by a routine process different from that in FIG. 2, and is a torque corresponding to the driver's brake pedal operation amount.

  In subsequent step S12 (allowable deceleration torque calculating means), an allowable torque T0 described below is calculated based on the brake torque Tbk acquired in step S11. Here, if the drive torque of the alternator 22 and the compressor 30 during deceleration traveling is excessive, the deceleration of the vehicle B increases to the extent that the driver feels uncomfortable, and drivability deteriorates. However, for example, if the deceleration corresponding to the brake torque Tbk is slightly increased, the driver does not feel uncomfortable. Therefore, in step S12, an amount capable of increasing the deceleration to such an extent that the driver does not feel uncomfortable is calculated as the allowable torque T0. The allowable torque T0 can be set larger as the brake operation amount is larger and the brake torque Tbk is larger.

  Based on the brake operation amount (required deceleration) of the vehicle driver, the “allowable deceleration torque” that is the maximum deceleration torque allowable for the vehicle driver is a value obtained by adding the allowable torque T0 to the above-described brake torque Tbk. Equivalent to.

  In continuing step S13, the cold storage amount in the cool storage 36 and the electrical storage amount in the battery 21 at the present time are acquired. Note that the cold storage amount and the storage amount are calculated by a routine process different from FIG. 2, and the cold storage amount is calculated based on the detection value of the refrigerant temperature sensor 34a and the SOC indicating the storage amount is , Based on the input / output current of the battery 21 and the like.

  In subsequent step S14, the maximum value of the drive torque of the alternator 22 and the compressor 30 (auxiliary device maximum torque Tmax) is calculated. In subsequent step S15, the allowable torque T0 calculated in step S12 is compared with the auxiliary machine maximum torque Tmax calculated in step S14.

  If it is determined that Tmax> T0 (S15: YES), in the next step S16, the total value of the drive torque of the alternator 22 and the compressor 30 (auxiliary total torque Tsum) is set to the allowable torque T0. On the other hand, when it is determined that Tmax ≦ T0 (S15: NO), the auxiliary machine total torque Tsum is set to the auxiliary machine maximum torque Tmax in the next step S17. In short, if the total auxiliary torque Tsum exceeds the allowable torque T0, the deceleration increases to the extent that the driver feels uncomfortable. Therefore, when Tmax> T0, such a problem does not occur. The auxiliary machine total torque Tsum is limited to the auxiliary machine maximum torque Tmax.

  In subsequent step S18 (torque distribution setting means), a cold storage request level (corresponding to the cold storage request amount) and an electric storage request level (corresponding to the electric storage request amount) are set based on the electric storage amount and the heat storage amount acquired in step S13. Based on the required level, the distribution ratio λ of the total auxiliary torque Tsum for the alternator 22 and the compressor 30 is set. Details will be described below with reference to FIG.

  FIG. 3 is a functional block diagram showing the processing contents in step S18. The power storage requirement level setting means B10 in the figure has a table configured by dividing the SOC of the battery 21 into a plurality of regions (levels 1 to 5 etc.), and is calculated based on the battery input / output current etc. It is determined to which area in the table the SOC in FIG. As a result, the required power storage level is set.

  The cold storage request level setting means B11 in the figure has a table configured by dividing the cold storage amount in the cold storage 36 into a plurality of regions (levels 1 to 5 etc.), and is detected by the refrigerant temperature sensor 34a. It is determined which region in the table the current cold storage amount calculated based on the evaporator outlet temperature corresponds to. Thereby, a cold storage request | requirement level is set.

  The distribution ratio setting means B12 in the figure calculates the distribution ratio λ of the auxiliary machine total torque Tsum based on the storage request level and the cold storage request level set by the respective request level setting means B10, B11. Specifically, when cold storage requirement level> storage requirement level + α1, the distribution ratio λ is set to 1, and all the auxiliary machine total torque Tsum is distributed to the drive torque of the compressor 30 (compressor priority mode). . Note that α1 is set to, for example, one level or two levels.

  If cold storage request level <power storage request level−α2, the distribution ratio λ is set to 0, and all of the auxiliary machine total torque Tsum is distributed to the drive torque of the alternator 22 (alternator priority mode). Note that α2 is set to, for example, one level or two levels.

  In other cases, that is, when -α2 ≦ cold storage requirement level−storage requirement level ≦ α1, the distribution ratio λ is set to 0.5, and the value obtained by multiplying the auxiliary machine total torque Tsum by the distribution ratio λ is compressed. A value obtained by multiplying the auxiliary machine total torque Tsum by (1-λ) is distributed to the drive torque of the alternator 22 (equal distribution mode). The distribution ratio λ may be a value other than 1, 0.5, 0.

  Returning to the description of FIG. 2, in the next step S19 (drive torque calculation means), a target torque THtrg, which is a target value of the drive torque of the compressor 30, is calculated based on the auxiliary machine total torque Tsum and the distribution ratio λ (THtrg). = Tsum · λ). The target torque THtrg corresponds to “the target drive torque of the compressor according to the distribution ratio”.

  In the subsequent step S20 (drive torque calculation means), a target base torque TEb which is a target base value of the drive torque of the alternator 22 is calculated based on the auxiliary machine total torque Tsum and the distribution ratio λ (TEb = Tsum · (1−λ). )). The target base torque TEb corresponds to “the target drive torque of the generator according to the distribution ratio”.

  In the subsequent step S21, a deviation ΔTH between the actual driving torque TH of the compressor 30 and the target torque THtrg is calculated, and a correction torque TEa of the alternator 22 is calculated based on the deviation ΔTH (TEa = f (ΔTH)). Specifically, the correction torque TEa is set to a larger value as the deviation ΔTH is larger. The function f is a gain applied to the deviation ΔTH so that TEa <ΔTH, but the gain may be set to 1 and the deviation ΔTH may be set as the correction torque TEa as it is.

  In the subsequent step S22 (response waiting power generation control means), the target final torque TEfin of the alternator 22 is calculated based on the target base torque TEb and the correction torque TEa (TEfin = TEb + TEa). Note that the braking torque applied to the vehicle B when the deceleration energy recovery is not performed is the brake torque Tbk, whereas the braking torque applied to the vehicle B during the deceleration energy recovery based on the processing of FIG. The torque Tbk is added to the allowable torque T0, and the deceleration with respect to the brake operation amount is large. However, the increase in deceleration is set to the maximum within a range that does not give the vehicle driver a sense of incongruity.

  FIG. 4 is a functional block diagram showing the processing contents in steps S19 to S22. The compressor target torque calculation means B20 in the figure is a means corresponding to step S19, and calculates the target torque THtrg of the compressor 30 by performing the calculation of Tsum × λ = THtrg. The alternator target base torque calculating means B21 in the figure is means corresponding to step S20, and calculates the target base torque TEb of the alternator 22 by calculating Tsum-THtrg = TEb.

  The actual torque calculation means B22 calculates the actual drive torque TH of the compressor 30, and the deviation calculation means B23 (deviation acquisition means) calculates the deviation ΔTH between the target torque THtrg and the actual drive torque TH. Correction torque calculation means B24 (torque increase amount setting means) is a means corresponding to step S21, multiplies a predetermined gain by deviation ΔTH, and outputs the calculated value as correction torque TEa of alternator 22.

  The final torque calculation means B25 is a means corresponding to step S22, adds the correction torque TEa to the target base torque TEb, and outputs the calculated value as the target final torque TEfin of the alternator 22. In short, the drive torque of the alternator 22 is feedback-controlled in accordance with the deviation ΔTH of the compressor 30 so that the auxiliary total torque Tact set close to the auxiliary total torque Tsum set based on the allowable torque T0.

  In the figure, the actual torque calculating means B26 calculates the actual driving torque TE of the alternator 22, and the adding means B27 adds the actual driving torque TH of the compressor 30 and the actual driving torque TE of the alternator 22, and the calculated value. Is output as the auxiliary machine total actual torque Tact.

  FIG. 5 is a time chart showing one aspect of various changes with respect to the elapsed time when the processing shown in FIGS. 2 to 4 is performed. In the example of FIG. 5, the driver starts depressing the brake pedal at time t1 while the vehicle is traveling (see FIG. 5A), and the vehicle speed is reduced in accordance with the brake operation, and the vehicle speed is increased at time t2. It is zero (see FIG. 5B). And during this deceleration period t1-t2, the request | requirement which drives at least one of the alternator 22 and the compressor 30 and collects deceleration energy has generate | occur | produced.

  In the example of FIG. 5, since the brake operation amount is constant, the brake torque Tbk calculated in step S11 of FIG. 2 remains constant (see the solid line in FIG. 5C). Accordingly, the allowable torque T0 calculated based on the brake torque Tbk in step S12 remains constant (see the dotted line in FIG. 5C). In the example of FIG. 5, the allowable torque T0 is set as the auxiliary machine total torque Tsum.

  When the compressor priority mode (λ = 1) is set as shown in FIG. 5D, a response is made until the actual drive torque of the compressor 30 increases to the target torque THtrg (in this case, THtrg = Tsum). A delay (response waiting period) occurs (see the dashed line in FIG. 5D). The alternator 22 is driven during the response waiting periods t1 to t3 (see the dotted line in FIG. 5D).

  At this time, by the feedback control shown in FIG. 4, the drive torque of the alternator 22 is increased as the deviation ΔTH between the actual drive torque TH of the compressor 30 and the target torque THtrg is larger. Therefore, the actual drive torque TE of the alternator 22 gradually decreases as the actual drive torque TH of the compressor 30 gradually increases from the time t1 to the time t3. Thereby, in the response delay periods t1 to t3, the auxiliary machine total actual torque Tact (see the solid line in FIG. 5D) can be matched with the auxiliary machine total torque Tsum without excess or deficiency.

  When the alternator priority mode (λ = 0) is set as shown in FIG. 5 (e), the actual drive torque of the alternator 22 immediately increases to the target final torque TEfin (in this case, TEfin = Tsum). Is much smaller than the response delay of the compressor 30. Therefore, the compressor 30 is not driven during the response delay period of the alternator 22.

  When the uniform distribution mode (λ = 0.5) is set as shown in FIG. 5F, the actual drive torque of the compressor 30 is set to the target torque THtrg (in this case, THtrg = Tsum × 0.5). There is a response delay before it rises (see the dashed line in FIG. 5 (f)). During the response delay period (response waiting periods t1 to t4), the target drive torque TEb of the alternator 22 is corrected to increase so that the actual drive torque of the alternator 22 is the target base torque TEb. (In this case, THtrg = Tsum × 0.5) (see the dotted line in FIG. 5 (f)).

  At this time, by the feedback control shown in FIG. 4, the drive torque of the alternator 22 is increased as the deviation ΔTH between the actual drive torque TH of the compressor 30 and the target torque THtrg is larger. Therefore, the actual drive torque TE of the alternator 22 gradually decreases as the actual drive torque TH of the compressor 30 gradually increases from the time t1 to the time t4. Thereby, in the response delay periods t1 to t4, the auxiliary machine total actual torque Tact (see the solid line in FIG. 5 (f)) can be matched with the auxiliary machine total torque Tsum without excess or deficiency.

  As described above, according to the present embodiment, during the response waiting periods t1 to t3 and t1 to t4 that are smaller than the actual drive torque TH and the target torque THtrg of the compressor 30, the drive torque (target final torque TEfin) of the alternator 22 is obtained. ) Is increased, the recovery amount of deceleration energy can be increased by the increase. Therefore, the engine 10 is restarted to charge the battery 21 by driving the alternator 22 when the storage amount is insufficient during idle stop, or the compressor 30 is driven due to insufficient cold storage during idle stop. Thus, the opportunity of restarting the engine to sufficiently cool the air blown into the passenger compartment can be reduced.

  Moreover, since the target base torque TEb of the alternator 22 is increased by an amount corresponding to the deviation ΔTH between the actual driving torque TH and the target torque THtrg of the compressor 30, the torque shortage (deviation ΔTH) of the compressor 30 due to the response delay. ), The drive torque of the alternator 22 can be increased. Therefore, the above-described effect of increasing the recovery amount of deceleration energy can be exhibited without increasing the deceleration to the extent that the vehicle driver feels uncomfortable, so that the deceleration energy recovery amount can be increased without deteriorating drivability. .

  Further, according to the present embodiment, the maximum value that does not cause the vehicle driver to feel excessive deceleration even when added to the brake torque Tbk is calculated as the allowable torque T0, and based on the allowable torque T0 and the distribution ratio λ, A target torque THtrg and a target base torque TEb at the time of deceleration energy recovery control are calculated. Therefore, both the actual drive torques TE and TH during the deceleration energy recovery control can be set to values according to the balance between the cold storage request amount and the storage request amount, and the auxiliary total actual torque Tact is uncomfortable to the vehicle driver. Can be maximized (Tbk + T0) within a range in which is not given. Therefore, the deceleration energy recovery amount can be increased without deteriorating drivability.

  Further, the maximum value (allowable torque T0) to the extent that the vehicle driver does not feel excessive deceleration differs according to the amount of brake operation at that time. In this embodiment in view of this point, the allowable torque T0 is variably set according to the amount of brake operation performed by the vehicle driver, so that it is possible to increase the deceleration energy recovery amount without deteriorating drivability with high accuracy. .

(Second Embodiment)
In the first embodiment, the brake torque Tbk corresponding to the amount of brake operation by the vehicle driver is applied to the drive wheels and the driven wheels of the vehicle B. On the other hand, the vehicle B according to the present embodiment includes a hydraulically driven brake actuator 40 (braking actuator) indicated by a one-dot chain line in FIG. 1, and the brake torque Tbk (braking force) by the brake actuator 40 is the engine. It can be controlled by the ECU 12 (braking force control means).

  Specifically, first, the engine ECU 12 calculates a required braking force corresponding to the driver's brake operation amount. At the time of deceleration recovery control, the deficiency of the braking force (auxiliary total actual torque Tact) by driving the alternator 22 and the compressor 30 with respect to the required braking force is compensated by the braking force (brake torque Tbk) by the brake actuator 40. Thus, the operation of the brake actuator 40 is controlled. As described above, in the vehicle B having the brake actuator 40, the brake torque Tbk can be decreased and the auxiliary total actual torque Tact can be increased by the decrease.

  FIG. 6 is a flowchart showing the processing contents according to the present embodiment. Hereinafter, the difference from FIG. 2 will be mainly described. In FIG. 6, the same reference numerals as those in FIG. The hardware configuration of the battery system and the air conditioning system in the present embodiment is the same as that of the first embodiment shown in FIG.

  First, in steps S10 to S14 shown in FIG. 6, as in FIG. 2, the current storage amount and the cold storage amount are acquired, and the normal brake torque Tbk, the allowable torque T0, and the auxiliary machine maximum torque Tmax are calculated.

  In the subsequent step S15a, the value obtained by adding the normal brake torque Tbk to the allowable torque T0 calculated in step S12 is compared with the auxiliary machine maximum torque Tmax calculated in step S14.

  When it is determined that Tmax> T0 + Tbk (S15a: YES), in the next step S16a (auxiliary torque increase control means), the total value of the driving torque of the alternator 22 and the compressor 30 (auxiliary total torque Tsum) is set. The value obtained by adding the allowable torque T0 to the normal brake torque Tbk (Tsum = Tbk + T0). In this case, all of the braking force applied to the vehicle B is generated by the driving torque of the alternator 22 and the compressor 30, and the torque by the brake actuator 40 becomes zero. As a modified example, in order to generate even a small amount of torque by the brake actuator 40, Tsum = T0 + Tbk−Tre may be set, and the brake torque by the brake actuator 40 may be generated by the amount of Tre.

  On the other hand, when it is determined that Tmax ≦ T0 + Tbk (S15a: NO), the auxiliary machine total torque Tsum is set to the auxiliary machine maximum torque Tmax in the next step S17. In short, if the total torque Tsum of the auxiliary machine exceeds T0 + Tbk, the deceleration increases to the extent that the driver feels uncomfortable. Therefore, if Tmax> T0 + Tbk, the auxiliary machine will not cause such a problem. The total torque Tsum is limited to the auxiliary machine maximum torque Tmax.

  In the subsequent step S16b (auxiliary torque increase control means), a target value of brake torque (target torque Tbktrg) by the brake actuator 40 is calculated. Specifically, the target of the brake actuator 40 is set so that the sum of the auxiliary machine total torque Tsum determined in steps S16a and S17 and the brake torque by the brake actuator 40 becomes a torque obtained by adding the allowable torque T0 to the normal brake torque Tbk. Torque Tbktrg is calculated (Tbktrg = Tbk + T0−Tsum).

  In subsequent steps S18 to S22, the cold storage request level and the power storage request level are set in the same manner as in FIG. 2, and the distribution ratio λ of the auxiliary machine total torque Tsum is set based on these request levels. Then, the target torque THtrg of the compressor 30 is calculated based on the auxiliary machine total torque Tsum and the distribution ratio λ, and the target base torque TEb of the alternator 22 is calculated. Then, the target final torque TEfin is calculated by correcting the target base torque TEb based on the deviation ΔTH of the compressor 30.

  According to this embodiment described above in detail, the same effects as those of the first embodiment can be obtained, and the following effects can be exhibited. That is, when the deceleration energy recovery control is performed, the brake torque exerted by the brake actuator 40 is decreased, and the auxiliary machine total torque Tsum is increased by a torque corresponding to the decrease, so that the deceleration of the vehicle B is increased. Without this, the auxiliary machine total torque Tsum can be increased. Therefore, the deceleration energy recovery amount can be increased without deteriorating drivability.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be modified as follows. Moreover, you may make it combine the characteristic structure of each embodiment arbitrarily, respectively.

  In the example shown in FIG. 4, the correction torque calculation means B24 is provided to multiply the deviation ΔTH by a predetermined gain (a positive value less than 1), but the gain is eliminated and the deviation ΔTH is used as the correction torque TEa as it is. You may make it set.

  In the example shown in FIG. 4, the gain by the correction torque calculation means B24 is set to a fixed value, but may be variably set according to the operating state of the battery system or the air conditioning system. That is, if the amount of state such as the rotational speed of the crankshaft 13, the SOC of the battery 21, the outside air temperature, the refrigerant pressure, and the like are different, the actual drive torques TH and TE are different even if the target final torque TEfin and the target torque THtrg are the same. In view of this point, if the gain by the correction torque calculation means B24 is variably set according to the state quantity, it is possible to increase the deceleration energy recovery amount with higher accuracy without deteriorating drivability.

  -In the example shown in FIG. 3, although the level division | segmentation of an electrical storage request | requirement level and a cool storage request | requirement level is set to three steps, the said level division may be two steps or four steps or more.

  In the example shown in FIG. 4, the correction torque TEa for the target base torque TEb of the alternator 22 is calculated based on the deviation ΔTH between the actual drive torque TH of the compressor 30 and the target torque THtrg. As a modified example, the correction torque TEa may be calculated according to the deviation between the auxiliary total actual torque Tact and the auxiliary total torque Tsum.

  In the above embodiment, in the vehicle B having the idle stop function, the deceleration energy recovery amount is increased in order to reduce the chance that the cold storage amount or the storage amount is insufficient during the idle stop. The present invention can also be applied to a vehicle that does not have an idle stop function.

  In the example shown in FIG. 1, the regenerator 36 is provided in the evaporator 34, but the regenerator according to the present invention is not limited to such an arrangement. For example, the refrigerant intake port of the compressor 30 and the evaporation A regenerator 36 may be connected between the regenerator 34 and a refrigeration cycle having a configuration in which the evaporator 34 and the regenerator 36 are connected in parallel.

  DESCRIPTION OF SYMBOLS 12 ... Engine ECU (collection control means, braking force control means), 21 ... Battery, 22 ... Alternator (generator), 30 ... Compressor, 36 ... Regenerator, S11 ... Braking force setting means, S12 ... Calculation of allowable deceleration torque Means, S16a, S16b ... Auxiliary machine torque increase control means, S18 ... Torque distribution setting means, S19, S20 ... Drive torque calculation means, S22 ... Response waiting power generation control means, B23 ... Deviation acquisition means, B24 ... Torque increase amount setting means .

Claims (6)

A compressor driven by an internal combustion engine to compress and discharge the refrigerant in the refrigeration cycle, and a regenerator provided in the refrigeration cycle;
A generator that generates electric power by being driven by an internal combustion engine, and a battery that can charge the electric power generated by the generator;
Applied to vehicles with
Recovery control means for performing deceleration energy recovery control for driving at least one of the compressor and the generator when the vehicle is decelerated so that at least one of the regenerator and the battery recovers the deceleration energy of the vehicle;
Torque distribution setting means for setting a distribution ratio of the driving torque of the compressor and the generator during the deceleration energy recovery control according to the balance between the cold storage required amount of the regenerator and the storage required amount of the battery;
During the response waiting period from when the compressor is driven by the deceleration energy recovery control until the actual drive torque of the compressor rises to the target drive torque according to the distribution ratio, the response depends on the distribution ratio. A response waiting power generation control means for driving the generator with a torque larger than a target drive torque of the generator;
A deceleration energy recovery control device comprising: The response waiting power generation control means includes:
Deviation acquisition means for acquiring a deviation between the target drive torque of the compressor according to the distribution ratio and the actual drive torque of the compressor;
Torque increase amount setting means for setting a larger amount to increase the drive torque of the generator in the response waiting period as the deviation is larger;
The deceleration energy recovery control device according to claim 1, comprising: An allowable deceleration torque calculating means for calculating an allowable deceleration torque that is a maximum deceleration torque allowable for the vehicle driver based on a requested deceleration according to a deceleration operation of the vehicle driver;
Driving torque calculating means for calculating the driving torque of the compressor and the driving torque of the generator when performing the deceleration energy recovery control based on the allowable deceleration torque and the distribution rate;
The deceleration energy recovery control device according to claim 1, further comprising: A compressor driven by an internal combustion engine to compress and discharge the refrigerant in the refrigeration cycle, and a regenerator provided in the refrigeration cycle;
A generator that generates electric power by being driven by an internal combustion engine, and a battery that can charge the electric power generated by the generator;
Applied to vehicles with
Recovery control means for performing deceleration energy recovery control for driving at least one of the compressor and the generator when the vehicle is decelerated so that at least one of the regenerator and the battery recovers the deceleration energy of the vehicle;
Torque distribution setting means for setting a distribution ratio of the driving torque of the compressor and the generator during the deceleration energy recovery control according to the balance between the cold storage required amount of the regenerator and the storage required amount of the battery;
An allowable deceleration torque calculating means for calculating an allowable deceleration torque that is a maximum deceleration torque allowable for the vehicle driver based on a requested deceleration according to a deceleration operation of the vehicle driver;
Driving torque calculating means for calculating the driving torque of the compressor and the driving torque of the generator when performing the deceleration energy recovery control based on the allowable deceleration torque and the distribution rate;
A deceleration energy recovery control device comprising: The vehicle includes a braking actuator that applies a braking force to the vehicle, and a braking force control unit that controls the braking force by the braking actuator.
A braking force setting means for setting the braking force based on a requested deceleration according to a deceleration operation of the vehicle driver;
When carrying out the deceleration energy recovery control, an auxiliary device that reduces the braking force set by the braking force setting means and increases the driving torque of the compressor and the generator by a torque corresponding to the reduced amount. Torque increase control means;
The deceleration energy recovery control device according to any one of claims 1 to 4, further comprising: A compressor driven by an internal combustion engine to compress and discharge the refrigerant in the refrigeration cycle, and a regenerator provided in the refrigeration cycle;
A generator that generates electric power by being driven by an internal combustion engine, and a battery that can charge the electric power generated by the generator;
A braking actuator for applying braking force to the wheels;
Braking force control means for controlling the braking force by the braking actuator;
Applied to vehicles with
Recovery control means for performing deceleration energy recovery control for driving at least one of the compressor and the generator when the vehicle is decelerated so that at least one of the regenerator and the battery recovers the deceleration energy of the vehicle;
A braking force setting means for setting the braking force based on a requested deceleration according to a deceleration operation of the vehicle driver;
When carrying out the deceleration energy recovery control, an auxiliary device that reduces the braking force set by the braking force setting means and increases the driving torque of the compressor and the generator by a torque corresponding to the reduced amount. Torque increase control means;
A deceleration energy recovery control device comprising:

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