JP2018184086A - Vehicular regeneration control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular regeneration control apparatus capable of recovering a regenerative power efficiently during braking in a vehicle having plural regenerative brake devices parallel disposed.SOLUTION: A control apparatus includes: a first motor 12, parallel disposed in a device of a drive system where a loss is generated by an internal frictional resistance when operating, capable of exerting rotary drive force to the device and causing the device to generate regenerative power; a second motor 13, parallel disposed in drive shafts 23, 24 used for driving wheels 11a, 11b that are different from the wheel linked to the device, capable of assisting drive force of an engine 10 and generating regenerating power from the drive shafts 23, 24; a mechanical brake 14; a brake force sensor 15 for detecting required brake force required by a driver; and a regenerative power determination part 16 for determining regenerative power to be exerted by individual motors 12, 13 and brake force exerted by the mechanical brake 14 on the basis of the required brake force so as to maximize a regenerative amount of regenerative power of the first and second motors 12, 13.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle regenerative control device for braking a vehicle with a regenerative force of a motor.

  In a vehicle that travels with the driving force of a motor such as a hybrid vehicle, a regenerative force is generated in the motor at the time of braking, and the regenerative electric power associated with this regenerative force is recovered, thereby reducing the size of a battery mounted on the vehicle, The mileage per charge is extended.

  For example, in Patent Document 1, the first wheel braking force generating means for applying the first wheel braking force by regenerative braking to the wheel and the pressure of the working fluid generated by the operation pressure applied to the brake pedal by the driver are adjusted. And a second wheel braking force generating means for applying a second wheel braking force to the wheel by transmitting the pressure to each of the wheels, wherein the first wheel braking force and the first wheel braking force are provided. A braking device is disclosed that includes third wheel braking force generating means for applying a third wheel braking force (engine brake or alternator) other than the two-wheel braking force to the wheels. According to this configuration, when the energy conversion efficiency of the first wheel braking force generating means is reduced, fluctuations in the working fluid pressure are suppressed, so that the brake pedal can be prevented from being sucked or pushed back (Patent Document 1). Paragraphs 0012 to 0016).

JP 2008-222121 A

  In the configuration shown in Patent Document 1, control is performed so that the decrease in regenerative braking by the first wheel braking force generation means is compensated by the third wheel braking force generation means. The purpose is to avoid deterioration of the pedal operation feeling (see paragraph 0017 of Patent Document 1), and no consideration is given to the recovery efficiency of regenerative power. For this reason, depending on the specific contents of the third wheel braking force generating means, there may arise a problem that the recovery efficiency of the regenerative power is lowered.

  Accordingly, an object of the present invention is to efficiently recover regenerative power during braking in a vehicle provided with a plurality of regenerative / braking devices.

  In order to solve the above-mentioned problems, in the present invention, a drive system device that generates a loss due to internal frictional resistance during operation is provided, and a regenerative force is generated from this device while applying a rotational driving force to the device. The first motor capable of driving and a drive shaft that drives a wheel different from the wheel connected to the device can assist the driving force of the engine while generating regenerative force from the drive shaft. A second motor, a mechanical brake that brakes the vehicle by generating a braking force due to friction, a braking force sensor that detects a requested braking force requested by the driver, and a requested braking force that is detected by the braking force sensor. Based on the regenerative power by each motor and the mechanical brake so that the regenerative power regenerative power by the first motor and the second motor is maximized. A regenerative force determination unit for determining a braking force that, to constitute a regeneration control device for a vehicle having a.

  In the above configuration, it is preferable that the regenerative force determining unit determines that the required braking force is generated only by the second motor when the required braking force is equal to or less than the maximum regenerative force by the second motor. .

  Further, when the required braking force is greater than the maximum regenerative force by the second motor and is equal to or less than the sum of the maximum regenerative force by the second motor and the magnitude of the loss, the regenerative force determining unit is configured to It is preferable to determine that power is generated by the second motor and the shortage is generated by the braking force of the mechanical brake.

  Further, the required braking force is larger than the sum of the maximum regenerative force by the second motor and the magnitude of the loss, the maximum regenerative force by the second motor, the magnitude of the loss, and the maximum regenerative force by the first motor. It is preferable that the regenerative force determination unit determines that the required braking force is generated by the first motor and the second motor when the sum is less than or equal to.

  In each said structure, the said apparatus can be set as the structure which is the engine or transmission mounted in the vehicle.

  According to the present invention, in a vehicle provided with a plurality of regenerative / braking devices, the regenerative power by each motor is set so as to maximize the regenerative power regeneration amount corresponding to the required braking force requested by the driver, and Since the braking force by the mechanical brake is determined, the regenerative power can be efficiently recovered during braking.

The top view which shows an example of the vehicle carrying the vehicle regeneration control apparatus which concerns on this invention The figure which shows an example of control by this vehicle regeneration control apparatus The figure which shows the other example of control by this vehicle regeneration control apparatus The top view which shows the other example of the vehicle carrying the vehicle regeneration control apparatus which concerns on this invention

  FIG. 1 shows a plan view of a vehicle equipped with a vehicle regeneration control device according to the present invention. This vehicle is a so-called mild hybrid vehicle that includes an engine 10 that drives the vehicle, and a motor that assists the driving force of the engine 10 and generates regenerative power (second motor 13 described later). This vehicle is a four-wheel drive vehicle that drives the front wheels 11a with the driving force of the engine and the rear wheels 11b with the assisting force of the motor (second motor 13).

  The regenerative control device for a vehicle includes a first motor 12, a second motor 13, a mechanical brake 14, a braking force sensor 15, and a regenerative force determination unit 16 as main components.

  The first motor 12 is a motor attached to a device that generates a loss due to internal frictional resistance during operation. In this embodiment, the device is an engine 10. When the engine is operated, a loss due to internal friction resistance occurs, and this internal friction resistance is used as an engine brake (braking force) during braking. The first motor 12 is directly connected to the crankshaft 18 of the engine 10 by a belt 17 (see FIG. 1), and is mainly used for starting the engine. The first motor 12 is always rotated by the crankshaft 18 of the engine 10 during operation of the engine 10.

  The driving force of the engine 10 is transmitted to the front wheel side drive shaft 23 that drives the front wheel 11a via the torque converter 19, the continuously variable transmission 20, the engine side clutch 21, and the front wheel side differential 22. The torque converter 19 has a function of transmitting the driving force of the engine 10 to the continuously variable transmission 20. The engine-side clutch 21 has a function of switching to either a connected state where the driving force between the engine 10 and the front wheel side differential 22 can be transmitted or a disconnected state where the driving force cannot be transmitted. The front wheel side differential 22 has a function of distributing the driving force from the engine 10 to the left and right front wheels 11a and 11a corresponding to the rotational resistance of the left and right front wheels 11a and 11a.

  When the engine-side clutch 21 is in the connected state, driving force is transmitted from the engine 10 to the front wheels 11a during power running. On the other hand, at the time of braking, the rotational force of the front wheels 11a is transmitted to the engine 10, and regenerative power is generated by the first motor 12 provided in the engine 10, so that regenerative power can be recovered. As described above, since the first motor 12 and the crankshaft 18 of the engine 10 are directly connected, when the first motor 12 generates regenerative force, the crankshaft 18 is also rotated. For this reason, part of the energy is lost due to the internal frictional resistance (engine friction) of the engine 10.

  When the engine-side clutch 21 is disengaged, the engine 10 and the front wheels 11a are disconnected, so that neither regenerative force by the first motor 12 nor loss by the engine 10 occurs during braking.

  The second motor 13 is a motor attached to the rear wheel side drive shaft 24 that drives the rear wheel 11b. The second motor 13 can assist the driving force by the engine 10 during power running, while generating regenerative force during braking. The assist force of the second motor 13 during power running is transmitted to the rear wheel side drive shaft 24 that drives the rear wheel 11b via the motor side clutch 25 and the rear wheel side differential 26. The motor side clutch 25 has a function of switching to either a connected state in which the driving force between the second motor 13 and the rear wheel differential 26 can be transmitted or a disconnected state in which the driving force cannot be transmitted. .

  When the motor-side clutch 25 is in the connected state, the assist force is transmitted from the second motor 13 to the rear wheel 11b during power running, while the rotational force of the rear wheel 11b is transmitted to the second motor 13 during braking. A regenerative force is generated by the two motors 13. Although the rotational force of the rear wheel 11b is transmitted to the second motor 13 via the rear wheel differential 26, the internal frictional resistance of the rear wheel differential 26 is significantly smaller than that of the engine 10. For this reason, the rotational force from the rear wheel 11b is transmitted to the second motor 13 with almost no loss, and the regenerative power can be efficiently recovered.

  When the motor-side clutch 25 is in the disconnected state, the second motor 13 and the rear wheel 11b are separated from each other, so that the regenerative force cannot be generated by the second motor 13 during braking.

  The mechanical brake 14 is a brake that brakes the vehicle by generating a braking force due to friction. Based on the amount of operation of the brake pedal 27 by the driver, the braking force generated by the mechanical brake 14 is generated, for example, by pressing a brake pad against a brake disc provided on the left and right front and rear wheels 11a and 11b.

  The braking force sensor 15 has a function of detecting a required braking force requested by the driver. As the braking force sensor 15, a stroke sensor that detects the amount of stroke when the brake pedal 27 is stepped on, or a stepping force sensor that detects the stepping force, which is provided alongside the brake pedal 27, can be used.

  Based on the required braking force detected by the braking force sensor 15, the regenerative force determination unit 16 regenerates the regenerative power of the motors 12 and 13 so that the regenerative amount of regenerative power by the first motor 12 and the second motor 13 is maximized. And the function of determining the braking force by the mechanical brake 14.

  As described above, since the second motor 13 provided in the rear-wheel differential 26 has little loss and can efficiently recover the regenerative power, first, the second motor 13 is used to the maximum to regenerate. It is preferable to generate a force. When the required braking force by the driver exceeds the maximum regenerative force by the second motor 13, the required braking force is satisfied by the regenerative force by the first motor 12 or the braking force by the mechanical brake 14. It is necessary to combine with the regenerative power by the second motor 13.

  When comparing the first motor 12 and the mechanical brake 14, at first glance, it seems that the regenerative power by the first motor 12 can be recovered more efficiently. However, when the regenerative force is generated by the first motor 12, a loss occurs in the engine 10 interlocked with the first motor 12, and the total regenerative power is more than the case where the regenerative force is exhibited only by the second motor 13. On the contrary, it may decrease. In this case, instead of generating the regenerative force by the first motor 12, the mechanical brake 14 exerts the braking force. If it does in this way, regenerative power of the 2nd motor 13 can be used to the maximum, and regenerative electric power can be collected efficiently.

  Based on the required braking force detected by the braking force sensor 15, how to distribute the regenerative force by the first motor 12 and the second motor 13 and the braking force by the mechanical brake 14 will be described. 16, for example, based on the determination map shown in FIG. In this figure, the horizontal axis represents time, and the vertical axis represents the required braking force by the driver, and the vehicle speed (engine speed) decreases with the passage of time.

  In the description using FIG. 2, in order to facilitate understanding, the required braking force by the driver, the regenerative force by the first motor 12 and the second motor 13, and the braking force by the mechanical brake 14 are energy. Displayed in value (kW). In this embodiment, the maximum regenerative power of the first motor 12 is 5 kW, the loss (engine brake) in the engine 10 due to the operation of the first motor 12 is 1 kW regardless of the rotational speed of the engine 10, and the second motor 13 The maximum regenerative power is 10 kW.

  When the required braking force is 10 kW or less of the maximum regenerative force by the second motor 13 (within the range of the circled number 1 in the figure), the regenerative force (braking force) is generated only by the second motor 13. In this way, regenerative power can be recovered to the maximum during braking.

  When the required braking force is larger than 10 kW of the maximum regenerative force by the second motor 13 and is equal to or less than 11 kW which is the sum of 10 kW of the maximum regenerative force by the second motor 13 and 1 kW of the loss in the engine 10 (this figure) In the range of the circled number 2 in the middle), the maximum regenerative force is generated by the second motor 13 and the shortage is generated by the braking force by the mechanical brake 14. In this way, although there is a loss corresponding to the braking force by the mechanical brake 14, the regenerative power corresponding to the maximum regenerative force of the second motor 13 can be reliably recovered.

  The required braking force is larger than 11 kW which is the sum of 10 kW of the maximum regenerative power by the second motor 13 and 1 kW of the loss in the engine 10, and the maximum regenerative power of 10 kW by the second motor 13 and the loss in the engine 10 When it is 16 kW or less which is the sum of 1 kW and the maximum regenerative power of 5 kW by the first motor 12 (within the range of the circled number 3 in the figure), the first motor 12 and the second motor 13 generate regenerative power. . In this way, the first motor 12 and the second motor 13 can recover the regenerative power to the maximum although the loss is 1 kW of the loss in the engine 10. The distribution of the regenerative force between the first motor 12 and the second motor 13 can be determined as appropriate.

  When the required braking force is larger than 16 kW, which is the sum of 10 kW of the maximum regenerative power by the second motor 13, 1 kW of the loss at the engine 10 and 5 kW of the maximum regenerative power by the first motor 12 (in this figure) The maximum regenerative force of the first motor 12 and the second motor 13 is generated, and the shortage is generated by the braking force of the mechanical brake 14. In this way, although the loss of 1 kW in the engine 10 and the braking force by the mechanical brake 14 are lost, the regenerative power corresponding to the maximum regenerative power of the first motor 12 and the second motor 13 is ensured. It can be recovered.

  The determination map shown in FIG. 2 assumes that the loss in the engine 10 is constant (1 kW) regardless of the rotational speed of the engine 10, but in reality, the rotational speed of the engine increases with time during braking. There is a possibility that the loss due to the internal frictional resistance inside the engine is reduced. At this time, as shown in FIG. 3, the line that separates the regions of the circled numbers 2 and 3 and the line that separates the regions of the circled numbers 3 and 4 are descending as time passes. A decision map can be employed. Based on this determination map, the regenerative force determination unit 16 determines the regenerative force by the first motor 12 and the second motor 13 and the distribution of the brake force by the mechanical brake 14 with respect to the driver's required braking force. .

  In the above description, the four-wheel drive vehicle capable of driving both the front wheel 11a and the rear wheel 11b has been described. As shown in FIG. 4, the front wheel 11a is driven by the driving force of the engine 10, and a motor is connected to the front wheel 11a. The present invention can also be applied to a two-wheel drive vehicle that gives the assist force of the (second motor 13).

  The main components of the vehicle regenerative control device mounted on the vehicle (two-wheel drive vehicle) shown in FIG. 4 are the first motor 12, the second motor 13, the mechanical brake 14, the braking force sensor 15, and the regenerative force. The determination unit 16 is the same as the vehicle (four-wheel drive vehicle) shown in FIG. 1, but is different in that the second motor 13 is provided in the front wheel side differential 22. Also in this case, the regenerative electric power is appropriately distributed by appropriately distributing the regenerative force by the first motor 12 and the second motor 13 and the braking force by the mechanical brake 14 based on the determination maps shown in FIGS. It can be recovered efficiently.

  The above-described embodiment is merely an example, and in a vehicle provided with a plurality of regenerative / braking devices, as long as the problem of this invention of efficiently recovering regenerative power during braking can be solved, each component The configuration, arrangement, and the like can be changed as appropriate.

  For example, in the above embodiment, the engine 10 is exemplified as a device that generates a loss due to internal frictional resistance during operation, but this device is a transmission 20 (in the embodiment shown in FIG. 1 and the like, a continuously variable transmission 20). May be.

  Moreover, in said embodiment, although the example which employ | adopted the independent motor as the 2nd motor 13 was shown, this 2nd motor 13 can also be set as the aspect comprised with the several motor.

10 Engine 11a Front wheel (wheel)
11b Rear wheel (wheel)
12 First motor 13 Second motor 14 Mechanical brake 15 Braking force sensor 16 Regenerative force determination unit 17 Belt 18 Crankshaft 19 Torque converter 20 Continuously variable transmission (transmission)
21 Engine side clutch 22 Front wheel side differential 23 Front wheel side drive shaft (drive shaft)
24 Rear wheel drive shaft (drive shaft)
25 Motor side clutch 26 Rear wheel side differential 27 Brake pedal

Claims (5)

A first motor that is attached to a drive system device that generates a loss due to internal frictional resistance during operation, and that provides rotational drive force to the device while generating regenerative force from the device;
A second motor that is attached to a drive shaft that drives a wheel different from the wheel connected to the device and assists the driving force by the engine, while generating regenerative force from the drive shaft;
A mechanical brake that brakes the vehicle by generating braking force due to friction;
A braking force sensor for detecting a requested braking force requested by the driver;
Based on the required braking force detected by the braking force sensor, the regenerative power by each motor and the braking force by the mechanical brake so that the regenerative power of the first motor and the second motor is maximized. A regenerative power determination unit for determining
A vehicle regenerative control device comprising: 2. The vehicle according to claim 1, wherein when the requested braking force is equal to or less than a maximum regenerative force by the second motor, the regenerative force determining unit determines to generate the requested braking force only by the second motor. Regenerative control device. When the required braking force is greater than the maximum regenerative force by the second motor and is equal to or less than the sum of the maximum regenerative force by the second motor and the magnitude of the loss, the regenerative force determining unit determines the required braking force. The regenerative control device for a vehicle according to claim 2, wherein the regenerative control device for a vehicle according to claim 2 is determined so as to be generated by the second motor and to be generated by a braking force by the mechanical brake. The required braking force is greater than the sum of the maximum regenerative force by the second motor and the magnitude of the loss, and the maximum regenerative force by the second motor, the magnitude of the loss, and the maximum regenerative force by the first motor. The regenerative control device for a vehicle according to claim 3, wherein the regenerative force determination unit determines that the required braking force is generated by the first motor and the second motor when the sum is less than or equal to the sum. The vehicle regeneration control device according to any one of claims 1 to 4, wherein the device is an engine or a transmission mounted on a vehicle.

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