JP2015076930A - Energy recovery system for electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an energy recovery system for an electric vehicle that can improve the comprehensive energy efficiency between vehicles and that can achieve improvement of fuel efficiency and miniaturization of an in-vehicle battery by corresponding to the reception and supply of electric power between vehicles.SOLUTION: At a location where a downhill road A and an uphill road B of an expressway are adjacent to each other, a noncontact power receiving device 3 is buried in the downhill road A and a noncontact power supply device 4 is buried in the uphill road B. The power receiving device 3 and the power supply device 4 are connected to a management system 6 having a common stationary battery 7. On the downhill road A, a vehicle 1 runs while performing the regenerative control of a motor, and surplus power is charged to the stationary battery 7 via the power receiving device 3 when the in-vehicle battery is fully charged. On the uphill road B, a vehicle 2 runs while performing power running control of the motor, and power is supplied to the vehicle 2 via the power supply device 4 from the stationary battery 7 for driving the motor or charging the in-vehicle battery.

Description

  The present invention relates to an energy recovery system for an electric vehicle.

In order to improve the efficiency of an engine vehicle equipped with an engine as a conventional traveling power source, a hybrid electric vehicle equipped with a motor as a traveling power source in addition to the engine, or a motor as a traveling power source instead of the engine And the like (hereinafter, may be collectively referred to as an electric vehicle).
In such an electric vehicle, the motor is controlled by power running and is operated by the discharged power from the battery, and the vehicle travels using the driving force generated by the motor. When traveling downhill or when the vehicle is decelerating, the motor is regeneratively controlled and operated as a generator by reverse driving from the drive wheel side, and the generated power is charged to the battery and used for subsequent travel. .

From the viewpoint of vehicle weight and manufacturing cost, the capacity of the battery that can be mounted on the vehicle is limited. For this reason, for example, when the SOC (State Of Charge) of the battery reaches the upper limit of the control range on the downhill road, the regenerative control of the motor must be stopped. Further, when the SOC of the battery has reached the upper limit of the control range, the motor regeneration control cannot be executed when the vehicle is decelerated. These situations mean that the vehicle's potential energy and kinetic energy cannot be recovered to the maximum extent.
Therefore, for example, in the technique of Patent Document 1, an external energy recovery device is installed in a multi-story parking lot, and when the electric vehicle descends a slope from an upper floor, the motor is regeneratively controlled, and the generated power is transferred to the external energy recovery device. It is collected in the battery and capacitor provided.

JP 2010-200551 A

  However, the technique of Patent Document 1 assumes power supply / reception between a vehicle and an infrastructure (external energy recovery device in a multilevel parking lot), and does not support power reception / supply between vehicles. Therefore, there is a problem that the electric power collected by a certain vehicle cannot be effectively used for traveling of other vehicles.

  The present invention has been made to solve such a problem, and the object of the present invention is to improve overall fuel efficiency between vehicles by responding to power supply and reception between vehicles, thereby improving fuel efficiency. It is another object of the present invention to provide an energy recovery system for an electric vehicle that can achieve downsizing of a vehicle-mounted battery.

  To achieve the above object, an electric vehicle energy recovery system of the present invention is provided at a point where a first vehicle travels while regeneratively controlling a motor mounted as a power source for travel. The second vehicle is provided at a point where the second vehicle travels while performing powering control of a power receiving unit capable of receiving electric power and a motor mounted as a power source for traveling near the point where the power receiving unit is provided. A power supply means capable of supplying power to the power supply, a power storage means connected between the power reception means and the power supply means, and the first vehicle via the power reception means when the first vehicle is traveling at the point of the power reception means. While the electric power received from the other vehicle is charged to the electric storage means, the electric power discharged from the electric storage means via the electric power supply means to the second vehicle when the second vehicle is traveling at the point of the electric power supply means. Power supply / reception control means for supplying power And wherein the door.

As another aspect, it is desirable that the power receiving means is provided on the downhill road and the power feeding means is provided on the uphill road adjacent to the downhill road.
As another aspect, it is desirable to provide the power receiving means at a point where the first vehicle decelerates and the power feeding means at a point where the second vehicle accelerates.

  According to the present invention, it is possible to improve overall energy efficiency between vehicles by responding to power supply / reception between vehicles, thereby achieving improvement in fuel consumption, miniaturization of in-vehicle battery, and the like.

1 is an overall configuration diagram showing an energy recovery system for an electric vehicle according to a first embodiment. It is a whole block diagram which shows the energy recovery system of the electric vehicle of 2nd Embodiment. It is a whole block diagram which shows the energy recovery system of the electric vehicle of 3rd Embodiment. It is a whole block diagram which shows the energy recovery system of the electric vehicle of 4th Embodiment.

In each of the following embodiments, an energy recovery system is provided at a point where the vehicle travels while performing regenerative control or power running control in order to realize power supply / reception between vehicles. The overall configuration of the energy recovery system is common to the embodiments, and the installation locations thereof are different, which will be sequentially described below.
[First Embodiment]
FIG. 1 is an overall configuration diagram showing an energy recovery system for an electric vehicle according to a first embodiment.
The energy recovery system of the present embodiment is provided at a point where a somewhat large road surface gradient continues on an expressway, for example. The road surface gradients of the adjacent up lane and down lane (opposite lane relationship) are opposite to each other, and one of them is a downhill road A and the other is an uphill road B.
On downhill road A, for example, hybrid type truck 1 (the first vehicle of the present invention, hereinafter simply referred to as a vehicle) travels while regeneratively controlling a motor mounted as a travel power source. On the uphill road B, for example, the hybrid truck 2 (the second vehicle of the present invention, hereinafter simply referred to as a vehicle) travels while performing power running control. A plurality of non-contact type power receiving devices 3 (power receiving means) are embedded in the traveling direction of the vehicle 1 at a predetermined interval on the road surface of the downhill road A. Similarly, on the road surface of the uphill road B, a plurality of non-contact type power feeding devices 4 (power feeding means) are embedded at predetermined intervals in the traveling direction of the vehicle 2.

  Power receiving and feeding devices 1 a and 2 a are provided at the bottom of each vehicle 1 and 2 so that power can be received and fed between the power receiving device 3 and the power feeding device 4. The road-side power receiving device 3 and power feeding device 4 and the vehicle-side power feeding / feeding device constitute a power feeding / feeding system, and the power feeding / feeding system disclosed in, for example, Japanese Patent Application Laid-Open No. 2010-035333 can be used. Note that a contact-type power supply / reception system may be applied.

Each power receiving device 3 on the downhill road A side and each power feeding device 4 on the uphill road B side are close to each other, and the power receiving device 3 and the power feeding device 4 that are close to each other are in common via a power cable 5. 6 is connected. The management system 6 includes a large-capacity stationary battery 7 (power storage means) and a charge / discharge controller 8 (power supply / reception control means) for controlling charging / discharging of the stationary battery 7. The power receiving devices 3 on the downhill road A are connected to each other via the power cable 9, and the power feeding devices 4 on the uphill road B are also connected to each other via the power cable 10.
Note that all the power receiving devices 3 and the power feeding devices 4 may be connected to one management system 6 without providing the management systems 6 individually for the power receiving devices 3 and the power feeding devices 4 as described above.

  The vehicle 1 traveling on the downhill road A regeneratively controls the motor to charge the generated electric power to the in-vehicle battery, thereby recovering the potential energy of the vehicle as electric power. In normal control, when the SOC of the in-vehicle battery reaches the upper limit of the control range during traveling on the downhill road A (full charge), the motor regenerative control is stopped, but in this embodiment, the regenerative control is continued. The generated electric power is received from the power supply / reception device 1 a by the power reception device 3 on the downhill road A, and charged to the stationary battery 7 by the control of the charge / discharge controller 8 of the management system 6. When the stationary battery 7 is fully charged, the stationary battery 7 of another management system 6 may be charged.

  On the other hand, the vehicle traveling on the uphill road B performs powering control of the motor by the electric power discharged from the in-vehicle battery, thereby generating a driving force for traveling. The stationary battery 7 is discharged under the control of the charge / discharge controller 8 of the management system 6, and the discharged electric power is supplied from the power supply device 4 on the uphill road B to the power supply / reception device 2 a of the vehicle 2. Used for charging onboard batteries. Since surplus power is temporarily stored in the stationary battery 7, even if the timings of the vehicles 1 and 2 passing through the descending slope A and the uphill road B do not coincide with each other, the receipt between the vehicles via the stationary battery 7 as described above Electricity is possible. If the SOC of the stationary battery 7 is not sufficient, the power from the stationary battery 7 of the other management system 6 may be used.

As described above, when the on-board battery of the vehicle 1 traveling on the downhill road A is fully charged, the surplus power is temporarily charged to the stationary battery 7 of the management system 6 and then the uphill road B is traveled. Power is supplied to the existing vehicle 2. Therefore, the potential energy of the vehicle 1 can be recovered as electric power to the maximum, regardless of the capacity of the in-vehicle battery and the operating conditions, and can be effectively used for traveling of the other vehicles 2.
As a result, the overall energy efficiency between the vehicles can be improved, and the fuel efficiency can be significantly improved and the CO2 can be reduced accordingly. In addition, downsizing of the in-vehicle battery and ultimately omission of the in-vehicle battery can be realized, so that the vehicle weight can be greatly reduced, and this factor also greatly contributes to the improvement of fuel consumption.

This is the end of the description of the first embodiment, but the following modifications may be made.
1) In the above embodiment, the surplus after the in-vehicle battery is fully charged by the electric power regenerated on the downhill road A is charged to the stationary battery 7, but the present invention is not limited to this. For example, when it is known in advance that sufficient regenerative power can be obtained continuously on the downhill road A, the in-vehicle battery is discharged and the stationary battery 7 is charged so that the SOC decreases to near the lower limit of the control range. May be. Thereby, further improvement in energy efficiency can be achieved.
2) The installation position of the management system 6 (stationary battery 7) is preferably determined at a point where the energy balance between the downhill road A section and the uphill road B section is balanced. As a result, the regenerative power on the downhill road A can be effectively utilized to the maximum extent. However, this is not the case when it cannot be realized due to limitations due to the capacity and operating conditions of the stationary battery 7 or the topography of the installation location of the energy recovery system.

3) As shown in the figure, a wind power generation system 12, a photovoltaic power generation panel 13, or a system power supply may be connected to the management system 6 so that the stationary battery 7 is charged with these electric power. Although the amount of power generation varies depending on the weather conditions, since the generated power is temporarily stored in the stationary battery 7 as described above, it can be used without any problem.
4) As shown in the figure, the stationary battery 7 may be composed of a large number of small capacity modules 7a. This is because, after the energy recovery system is constructed, the capacity of the stationary battery 7 can be easily changed according to the usage situation.

[Second Embodiment]
FIG. 2 is an overall configuration diagram showing an energy recovery system for an electric vehicle according to a second embodiment.
The energy recovery system of this embodiment is provided in the deceleration lane C and the acceleration lane D of a highway, for example. The deceleration lane C is a lane when entering the service area, the parking area, and an interchange (hereinafter, representatively referred to as “SA etc.”) from the main line E of the expressway. A vehicle traveling on the deceleration lane C decelerates. Along with this, the motor is regeneratively controlled. The acceleration lane D is a lane when entering the main road E of the expressway from SA or the like, and a vehicle traveling on the acceleration lane D controls the power of the motor for acceleration.

  FIG. 2 shows an example in which the energy recovery system is installed in the service area. The power receiving device 3 is provided in each deceleration lane C of the up lane and the down lane, and the power feeding device 4 is provided in each acceleration lane D. Yes. A management system 6 is individually connected to the power receiving device 3 and the power feeding device 4 via a power cable 21, and these management systems 6 are connected to each other via a power cable 22.

The vehicle traveling on the deceleration lane C charges the in-vehicle battery with the power generated by the regeneration control of the motor. When the in-vehicle battery is fully charged, the generated power is charged to the stationary battery 7 of the management system 6 via the power receiving device 3 on the deceleration lane C. On the other hand, the vehicle traveling in the acceleration lane D performs power running control of the motor by the discharge power from the in-vehicle battery. The electric power discharged from the stationary battery 7 of the management system 6 is supplied to the vehicle via the power supply device 4 on the acceleration lane D, and is used for driving the motor and charging the in-vehicle battery.
As described above, when the in-vehicle battery of the vehicle traveling in the deceleration lane C is fully charged, the surplus power is temporarily charged in the stationary battery 7 of the management system 6 and then the vehicle traveling in the acceleration lane D Power is being supplied. Therefore, although not redundantly described, the same effects as those of the first embodiment can be obtained.

[Third Embodiment]
FIG. 3 is an overall configuration diagram showing an energy recovery system for an electric vehicle according to a third embodiment.
The energy recovery system of this embodiment is provided, for example, at a curve point on an expressway. The vehicle entering the curve decelerates while regeneratively controlling the motor (hereinafter referred to as deceleration zone F), and the vehicle exiting the curve accelerates while performing power running control of the motor (hereinafter referred to as acceleration zone G).
Each deceleration section F is provided with a power receiving device 3, and each acceleration section G is provided with a power feeding device 4. A management system 6 is individually connected to the power receiving device 3 and the power feeding device 4 via a power cable 31, and these management systems 6 are connected to each other via a power cable 32.

The vehicle traveling in the deceleration zone F charges the in-vehicle battery with the power generated by the regeneration control of the motor. When the in-vehicle battery is fully charged, the generated power is charged to the stationary battery 7 of the management system 6 via the power receiving device 3 on the deceleration section F. On the other hand, the vehicle traveling in the acceleration section G performs power running control of the motor by the discharge power from the on-vehicle battery. The electric power discharged from the stationary battery 7 of the management system 6 is supplied to the traveling vehicle via the power supply device 4 on the acceleration section G, and is used for driving the motor and charging the in-vehicle battery.
As described above, when the on-board battery of the vehicle running in the deceleration zone F becomes fully charged, the surplus power is temporarily charged in the stationary battery 7 of the management system 6 and then the vehicle running in the acceleration zone G Power is being supplied. Accordingly, although not redundantly described, the same effects as those of the first and second embodiments can be obtained.

[Fourth Embodiment]
FIG. 4 is an overall configuration diagram showing an energy recovery system for an electric vehicle according to a fourth embodiment.
The energy recovery system of this embodiment is provided at an intersection provided with a traffic light 41 on a general road, for example. When the traffic light 41 is a red signal, the vehicle entering the intersection decelerates while stopping the motor and stops at the stop position. After that, when the traffic light 41 becomes a green light, the vehicle accelerates after starting while powering the motor and leaves the intersection.
A power supply / reception device 42 having both a power reception function and a power supply function is provided in the vicinity of the stop position of each lane at the intersection. Each power supply / reception device 42 is connected to a common management system 6 via a power cable 43.

A vehicle that is decelerating in front of the stop position in response to the red signal charges the in-vehicle battery with the power generated by the regeneration control of the motor. When the in-vehicle battery is fully charged, the generated power is charged to the stationary battery 7 of the management system 6 via the power supply / reception device 42. The electric power stored in the stationary battery 7 is supplied via the power supply / reception device 42 when the vehicle stopped as described above starts in response to the green light or when the vehicle stopped in another lane starts. Power is supplied to the vehicle.
As described above, when the on-board battery is fully charged when the vehicle stops at the intersection, the surplus power is temporarily charged to the stationary battery 7 of the management system 6 and then supplied to the vehicle starting from the stop position. Yes. Accordingly, although not redundantly described, the same effects as those of the first to third embodiments can be obtained.

Of course, it goes without saying that the modifications 1) to 4) may be applied to the second to fourth embodiments.
This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above embodiment, power supply / reception to the hybrid trucks 1 and 2 is assumed, but the type of vehicle is not limited to this and can be arbitrarily changed. Therefore, for example, the present invention may be applied to an electric vehicle on which only a motor is mounted as a driving power source, or may be embodied in a bus or a passenger car.

1 Hybrid truck (first vehicle)
2 Hybrid truck (second vehicle)
3 Power receiving device (power receiving means)
4 Power supply device (power supply means)
7 Stationary battery (electric storage means)
8 Charge / discharge controller (power supply / reception control means)
42 Power supply / reception device (power reception means, power supply means)

Claims (3)

A power receiving means provided at a point where the first vehicle travels while regeneratively controlling a motor mounted as a driving power source, and capable of receiving power from the first vehicle;
Power supply that is provided at a point where the second vehicle travels while controlling the power running of a motor mounted as a driving power source in the vicinity of the point where the power receiving means is provided, and can supply power to the second vehicle Means,
Power storage means connected between the power receiving means and the power supply means;
When the first vehicle is traveling at the point of the power receiving means, the power received from the first vehicle via the power receiving means is charged to the power storage means, while the second vehicle is An electric vehicle comprising: a power supply / reception control unit that supplies power discharged from the power storage unit to the second vehicle via the power supply unit when traveling at a point of the power supply unit Energy recovery system.   2. The electric vehicle energy recovery system according to claim 1, wherein the power receiving means is provided on a downhill road, and the power supply means is provided on an uphill road adjacent to the downhill road.   2. The electric vehicle according to claim 1, wherein the power receiving means is provided at a point where the first vehicle decelerates, and the power feeding means is provided at a point where the second vehicle accelerates. Energy recovery system.

Images