JP3745677B2 - Regenerative braking device for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a regenerative braking device for a vehicle.
[0002]
[Prior art]
If the engine-generated torque is reduced during vehicle braking, the engine-connected compressor and generator connected by the engine will rotate at a rotational speed that cannot be driven by the engine-generated torque alone due to vehicle inertia energy transmitted from the wheels. Therefore, a part of vehicle inertia energy at the time of vehicle braking is effectively recovered as auxiliary drive energy, battery charging power, and compressor drive energy. This is done in a conventional internal combustion locomotive or the like without any aggressive vehicle inertia energy recovery device or control.
[0003]
In the regeneration by the compressor, the vehicle inertia energy is mechanically sent to the compressor through the crankshaft of the engine, or is converted into the power generated by the generator and then sent to the electric compressor.
[0004]
In any case, when the vehicle is braked while operating the above compressor and generator, a part of the vehicle inertia energy is recovered to the compressor power, and the other part is recovered by the battery. The ratio is determined by the system control specifications and operating conditions.
[0005]
From the viewpoint of effective use of energy, the amount of regeneration of vehicle inertia energy during vehicle braking should be increased as much as possible. For this reason, the driving energy of the engine-connected compressor and the charging power to the battery during vehicle braking are within the possible range. It is actively increasing.
[0006]
For example, if the power generation output of the generator during vehicle braking is increased within the possible range, surplus power can be stored in the battery, or the power consumption of the electric compressor can be forcibly increased to absorb the surplus power. And the total regeneration amount of the vehicle inertia energy can be increased.
[0007]
The battery charge power (battery regenerative energy) can be increased by increasing the power generation voltage of the generator, and the compressor regenerative energy can be increased from an off-state to an on-state or variable capacity in an engine-driven compressor. By increasing the capacity of the compressor, the electric compressor can cope with an increase in the number of revolutions (including a change from the off state to the on state) and an increase in the capacity of the variable capacity compressor.
[0008]
[Problems to be solved by the invention]
As described above, if the vehicle inertia energy is recovered (regenerated) by both the compressor and the battery as much as possible, the amount of regeneration can be increased, and the fuel efficiency can be finally improved (vehicle consumption energy can be reduced).
[0009]
However, conventionally, the vehicle inertia energy regeneration by the compressor and the vehicle inertia energy regeneration by the battery are controlled separately, and there is no cooperation between the two regeneration operations, so that the overall regeneration efficiency is lowered depending on the vehicle situation. There was a case.
[0010]
For example, at the time of large braking when the vehicle inertia energy at the time of braking that can be theoretically regenerated is larger than the energy that can actually be regenerated at the compressor and battery, the driving power or driving power of the compressor and the charging power of the battery are maximized. Such control is simple if control for separately increasing compressor driving and battery charging is performed.
[0011]
However, if the vehicle inertia energy to be regenerated decreases as the vehicle braking progresses, there is a problem that the control cannot simply be performed by the control for simply maximizing the compressor recovery energy and the battery recovery energy.
[0012]
Of course, it is possible to maximize the compressor recovery energy (compressor regenerative energy) as much as possible (preferably distribute the regenerative energy) and direct the remaining regenerative energy to battery charging. The regenerative efficiency deteriorated because there was no consideration of the overall efficiency of the inertial energy regenerative system.
[0013]
  The present invention has been made in view of the above problems, and is a vehicle regenerative braking device that regenerates vehicle inertia energy during vehicle braking with a compressor and a battery.puffIts purpose is to improve performance.
[0014]
[Means for Solving the Problems]
  Of each inventionA vehicle regenerative braking device includes a generator that generates electric power by running energy during vehicle braking and outputs regenerative power, and a compressor that is part of a refrigeration cycle device for air conditioning and that is driven by an engine or an air conditioning compressor drive motor. A regenerative braking device for a vehicle comprising a regenerative control unit that performs control to recover vehicle inertia energy during vehicle braking as generated power of the generator and drive power of the compressor;
  The refrigerating cycle device has a regenerator that can adjust the regenerator and cooler, and the regenerative controller causes the regenerator to perform a regenerator operation during vehicle braking.The
[0015]
According to this configuration, it is possible to save compressor driving energy by effectively using the regenerative power while suppressing fluctuations in the blown air temperature.
[0016]
  The first invention further includesThe regenerator is connected in parallel with an evaporator between an expansion valve outlet and a compressor inlet of the refrigeration cycle apparatus, cooled by a low-pressure refrigerant, and heated by an air flow; the compressor or the expansion An electromagnetic valve is provided between the valve and the regenerator, and is controlled by the regenerative control unit to adjust the amount of refrigerant flowing into the regenerator.
[0017]
  According to this configuration, with a simple configurationDevice according to the inventionCan be realized.
[0018]
  The second invention further includesThe regenerator is disposed between an expansion valve inlet and a compressor inlet of the refrigeration cycle apparatus, cooled by a low-pressure refrigerant, and heated by an air flow; the expansion valve inlet and the regenerator And an expansion valve that is controlled by the regeneration control unit and adjusts the amount of refrigerant flowing into the regenerator.
[0019]
  According to this configuration, with a simple configurationDevice according to the inventionCan be realized.
[0020]
  In a preferred embodiment,The regeneration control unit increases the opening of the expansion valve during regeneration by the compressor.
[0021]
  According to this configuration, with a simple configurationDevice according to the inventionCan be realized.
[0022]
  The third invention further includesWhen the power that can be regenerated is greater than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, Command to consume the maximum power consumption that can be generated, the remaining braking force that is insufficient is generated by the brake,
  When the power that can be regenerated is smaller than the sum of the maximum power consumption that can be generated currently by the generator and the maximum power consumption that can be generated by the compressor, the regenerative braking device for the vehicle including the generator and the compressor The power consumption of each of the generator and the compressor is determined so that the regenerative efficiency η is maximized.
[0023]
According to this configuration, the maximum possible vehicle inertia energy regeneration is realized.
[0024]
  The fourth invention further includesWhen the regenerative power is larger than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, Command to consume the maximum power consumption that can be generated at present, generate the remaining braking force that is insufficient by the brake,
  The power that can be regenerated is smaller than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, and the current power consumption of either the generator or the compressor In the case where the power consumption is larger than the maximum value, the power consumption of one of the generator and the compressor is maximized while the remaining regenerative power is distributed to the other.
[0025]
According to this configuration, battery priority regeneration or cooling priority regeneration can be executed according to the situation, and both can be switched as necessary.
[0026]
  The fifth invention further includesWhen the power that can be regenerated is greater than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, Command to consume the maximum power consumption that can be generated, the remaining braking force that is insufficient is generated by the brake,
  The power that can be regenerated is smaller than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, and the current power consumption of either the generator or the compressor If the remaining regenerative power is generated while maintaining the power consumption of one of the generator and the compressor at a value before braking the vehicle when it is smaller than the maximum value of the generator, the power is distributed to the other .
[0027]
According to this configuration, regeneration can be performed while maintaining the operating state of either the generator or the compressor in the normal state before vehicle braking.
[0028]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0029]
(Example 1)
An embodiment of a regenerative braking device for a vehicle according to the present invention will be described with reference to FIG.
[0030]
(Device configuration)
Reference numeral 1 denotes a vehicle energy generating device, 2 denotes an on-vehicle air conditioning (cooling) refrigeration cycle device, 3 denotes a battery, 4 denotes a control device, and 5 denotes a battery management controller. The control device 4 controls the operation of the vehicle energy generation device 1. The battery management controller 5 calculates the SOC of the battery 3 based on the voltage, current, etc. of the battery 3 and transmits it to the control device 4.
[0031]
The vehicle energy generating device 1 includes at least a generator (may be a generator motor) 10 and has an internal combustion engine with a generator (internal combustion engine vehicle), an internal combustion engine with a generator motor (hybrid vehicle), or power generation. It is constituted by an electric motor (fuel cell vehicle or battery vehicle). When the compressor 21 of the refrigeration cycle apparatus 2 is of a mechanical drive type, the vehicle energy generation apparatus 1 includes an electromagnetic clutch that connects the engine (or generator motor) for generating traveling power and the compressor 21, and the refrigeration cycle apparatus 2 When the compressor 21 is of a dedicated motor drive type, it is assumed that a compressor drive motor is incorporated. Therefore, the vehicle energy generation device 1 is connected to the compressor 21 so as to be able to apply torque, and is connected to wheels via a deceleration transmission device (not shown) so as to be able to transmit and receive torque. Further, the generator motor or generator in the vehicle energy generation device 1 10 is connected to the battery 3 so that power can be supplied. When the compressor 21 is an electric type, the generator motor or the generator 10 in the vehicle energy generation device 1 supplies power to the compressor drive motor in the vehicle energy generation device 1. When the apparatus 1 has an engine, an electric type is adopted as the compressor 21 so that the cooling operation can be performed even when the engine is stopped (for example, at idling stop). Power is supplied.
[0032]
As is well known, the refrigeration cycle apparatus 2 is formed by connecting an air conditioning controller 20, a compressor 21, a condenser 22, a gas / liquid separator and reservoir 23, an expansion valve 24, and an evaporator 25 through refrigerant piping. Furthermore, the refrigeration cycle apparatus 2 of this embodiment has a regenerator 26, a solenoid valve 27, and a damper 28. The low-pressure refrigerant inlet of the regenerator 26 is connected to the outlet of the expansion valve 24, and the regenerator 26 The low-pressure refrigerant outlet is connected to the inlet of the compressor 21 through an electromagnetic valve 27. However, as will be described later, the damper 28 can be omitted. Since the operations of the regenerator 26 other than cold storage and cooling are the same as those in the normal operation, the description thereof is omitted.
[0033]
The regenerator 26 is filled with a large amount of heat storage material having a large specific heat, and the regenerator material indirectly exchanges heat with the low-pressure refrigerant flowing through the low-pressure refrigerant pipe and indirectly exchanges heat with the airflow flowing through the duct portion 29. A part of the air flow that should flow into the evaporator 25 branches into the duct portion 29, and the air flow passes through the regenerator 26 and is then blown out into the passenger compartment. The flow rate of air flowing through the duct portion 29 is controlled by opening and closing the damper 28, and the flow rate of low-pressure refrigerant flowing through the regenerator 26 is controlled by an electromagnetic valve 27. Here, the regenerator 26 and the evaporator 25 are arranged in parallel because when the regenerator 26 is not cold-accumulated, the evaporator 25 quickly cools the air flow and starts up the cold air when the refrigeration cycle apparatus 2 is started. This is to speed up. If the regenerator material having the large specific heat is integrated into the evaporator 25 itself, it takes time to cool the high-temperature regenerator material when the refrigeration cycle apparatus 2 is started up, and the temperature drop of the cool air blown from the evaporator 25 is delayed.
[0034]
The air conditioning controller 20 controls the expansion valve 24, the electromagnetic valve 27, and the damper 28 based on a command from the control device 4, a high-pressure refrigerant pressure from a sensor (not shown), an evaporator outlet refrigerant temperature, and the like.
[0035]
The intake refrigerant temperature of the compressor 21, that is, the outlet refrigerant temperature of the evaporator 25 may be applied to the diaphragm for controlling the opening degree of the expansion valve 24 by a heat pipe. In this way, if the outlet refrigerant temperature of the evaporator 25 rises due to a rise in room temperature, the opening of the expansion valve 24 increases and the refrigerant flow rate flowing into the evaporator 25 increases, and the outlet refrigerant temperature of the evaporator 25 rises due to a drop in room temperature. If it falls, the opening degree of the expansion valve 24 will decrease, the refrigerant | coolant flow rate which flows in into the evaporator 25 will reduce, and the exit refrigerant | coolant temperature of the evaporator 25 will become high.
[0036]
The air conditioning controller 20 can control the opening degree of the expansion valve 24 based on the target room temperature or the like. That is, by lowering the target room temperature, the opening degree of the expansion valve 24 is increased, the flow rate of the refrigerant flowing into the evaporator 25 is increased, the amount of heat of evaporation (cold heat amount) of the evaporator 25 is increased, and the air flow passing through the evaporator 25 is increased. As the temperature drop increases and the target room temperature is raised, the opening of the expansion valve 24 decreases, the flow rate of the refrigerant flowing into the evaporator 25 decreases, the amount of heat of evaporation (cold heat) of the evaporator 25 decreases, and passes through the evaporator 25. The temperature drop of the air flow is reduced.
[0037]
The control device 4 controls the operation of the vehicle energy generation device 1 based on the reception information from the air conditioning controller 20 and the battery management controller 5 and further based on the reception information from the sensor built in the vehicle energy generation device 1.
[0038]
(Drive power control of compressor 21)
A compressor driving power increasing method that can be adopted in this embodiment will be described below.
[0039]
First, when the compressor 21 is of the mechanical drive type, the ratio of the connection period in the periodic engagement / disconnection of the electromagnetic clutch is increased, and when the compressor 21 is of the electric type, the number of revolutions is increased. The driving power can be increased. In addition, when the compressor 21 is turned off, the drive power of the compressor 21 can be increased by adopting a variable displacement compressor and increasing its capacity.
[0040]
In addition, when the opening degree of the expansion valve 24 can be adjusted, the expansion valve opening degree is increased and the intake refrigerant pressure or the intake refrigerant temperature of the compressor 21 is increased within a range in which the outlet refrigerant superheat degree of the evaporator 25 is a predetermined value or more. Thus, the driving power of the compressor 21 can be increased by increasing the refrigerant circulation amount. Further, even if the air flow speed passing through the evaporator 26 is increased, the driving power of the compressor 21 can be increased.
[0041]
In particular, when the rotation speed of the compressor 21 is increased or the capacity of the variable displacement compressor 21 is increased, the outlet refrigerant pressure of the evaporator 25 is lowered, and the outlet refrigerant temperature of the evaporator 25 is also lowered accordingly. When feedback control is performed on the opening degree of the expansion valve according to the outlet refrigerant temperature described above, a decrease in the outlet refrigerant temperature causes a reduction in the opening degree of the expansion valve 24, which causes a refrigerant circulation amount and a reduction in the work amount of the compressor 21. Therefore, it is not preferable. Therefore, when the rotational speed of the compressor 21 is increased in order to regenerate the vehicle inertia energy by the compressor 21 or the capacity of the variable displacement compressor 21 is increased, the expansion valve is reduced by, for example, reducing the target room temperature. 24 is controlled in a direction to forcibly open the outlet refrigerant temperature within a range in which the necessary degree of superheat can be secured, and the refrigerant circulation amount (more precisely, the refrigerant circulation mass per unit time) is increased, and the suction pressure of the compressor 21 is reduced. It is preferable to prevent this.
[0042]
(Cool storage operation of the regenerator 26)
The cool storage operation of the cool storage unit 26 will be described below.
[0043]
When the electromagnetic valve 27 is opened during the operation of the compressor 21, a part of the low-pressure refrigerant gas output from the expansion valve 24 flows into the regenerator 26, cools (coldly stores) the internal regenerator material, and exits from the regenerator 26. The low-pressure refrigerant gas is sucked into the compressor 21 through the electromagnetic valve 27, and the temperature of the cold storage material gradually decreases.
[0044]
The diversion of the low-pressure refrigerant gas to the regenerator 26 causes an increase in the outlet refrigerant temperature of the evaporator 25 due to a decrease in the low-pressure refrigerant gas to the evaporator 25. As a result, when the opening degree of the expansion valve 24 is feedback controlled by the outlet refrigerant temperature as described above, the opening degree of the expansion valve 24 increases due to the rise of the outlet refrigerant temperature, and the refrigerant circulation amount increases. The suction gas pressure of 21 increases, the required work amount per rotation of the compressor 21 increases, and the driving power of the compressor 21 increases. That is, the driving power of the compressor 21 can be increased by simply opening the electromagnetic valve 27.
[0045]
If the damper 28 is closed during the cold storage operation described above, the cold heat of the low-pressure refrigerant gas flowing into the cold storage device 26 is used only for cooling the cold storage material, and the air flow blown out to the passenger compartment is excessively cooled by the cold storage device 26. It will never be done. However, in order to further increase the driving power (consumed power) of the compressor 21, the damper 28 may be opened during the cold storage. In this case, since the temperature drop of the regenerator 26 is delayed due to the heat radiation of the regenerator 26 (because the cooled regenerator 26 dissipates heat during the cold storage), the temperature of the low-pressure refrigerant gas output from the regenerator 26 increases. Therefore, for example, by controlling the opening of the expansion valve 24 by the temperature of the mixed gas in which the low-pressure refrigerant gas output from the evaporator 25 and the low-pressure refrigerant gas output from the regenerator 26 are mixed, the low pressure output from the regenerator 26 is controlled. The degree of opening of the expansion valve 24 increases as the temperature of the refrigerant gas increases, so that the amount of refrigerant circulation can be increased and the amount of compression work (drive power = regenerative power) of the compressor 21 can be increased. Therefore, in this case, the damper 28 can be omitted. However, if there is a damper 28, all the air flow can be made to flow to the evaporator 25 by closing the damper 28 when the refrigerating cycle device in which the regenerator 26 is not storing any cold is started, and the blowing temperature of the air flow is further increased. Can be lowered. In this case, if the damper 28 is not provided, the air flow that has passed through the regenerator 26 is not cooled at all in the early stage of the start of the refrigeration cycle apparatus 2, and the drop in the temperature of the air flow is delayed. However, the omission of the damper 28 has an advantage that the structure can be simplified.
[0046]
(Cooling operation of the regenerator 26)
The cooling operation of the regenerator 26 will be described below.
[0047]
When the solenoid valve 27 is closed during the operation of the compressor 21, the low-pressure refrigerant gas does not flow through the regenerator 26, so that the regenerator 26 is hardly cooled anymore. When the damper 28 is opened, the regenerator 26 overheats the air flow, and the temperature of the regenerator 26 increases. Thereby, in addition to the air flow cooling by the evaporator 25, the air flow cooling by the regenerator 26 can be performed. Further, when the compressor 21 is stopped due to an idle stop of the engine or the like, the air flow can be cooled only by cooling by the regenerator 26, and it is not necessary to drive the compressor 21 electrically, and the apparatus configuration is simplified. Can be
[0048]
When the damper 28 is omitted, when the regenerative braking is stopped and the electromagnetic valve 27 is closed, when the opening degree of the expansion valve 24 is feedback-controlled by the intake refrigerant temperature of the compressor 21, the opening degree of the expansion valve 24 is set. , The compression work of the compressor 21, that is, the driving power is reduced, and the normal refrigeration cycle apparatus operation can be returned. Immediately after the solenoid valve 27 is shut off, the temperature of the regenerator 26 begins to rise due to heat radiation to the airflow, and finally reaches the airflow temperature flowing into the regenerator 26.
[0049]
(Compressor regenerative operation during vehicle braking)
The controller 4 and the air conditioning controller 20 open the electromagnetic valve 27 and particularly preferably open the electromagnetic valve 27 and increase the opening of the expansion valve 24 correspondingly, thereby driving power of the compressor 21 during vehicle braking. , And at this time, cold energy can be stored in the regenerator 26. When using a mechanically driven compressor, the electromagnetic clutch is kept connected during vehicle braking, and when using various variable displacement compressors, the capacity is preferably increased. Further, when an electric compressor is used, it is preferable to increase its driving power by increasing its rotational speed.
[0050]
When the vehicle braking is finished and the solenoid valve 27 is closed, the temperature and pressure of the low-pressure refrigerant gas on the suction side of the compressor 21 are reduced, thereby reducing the opening degree of the expansion valve 27 and the drive power of the compressor 21 is restored. Return to the state. Thereafter, the cold energy stored in the regenerator 26 is gradually dissipated to reduce the heat load of the evaporator 25, and thus the driving power of the compressor 21 can also be reduced.
[0051]
(Effect of regenerator 26 in compressor regeneration)
The effect of the regenerator 26 when the drive power of the compressor 21 is increased during vehicle braking will be described below.
[0052]
As described above, in the refrigeration cycle apparatus without the regenerator 26, when the driving power of the compressor 21 is increased by any of the above-described means during vehicle braking, the evaporator 25 is strongly cooled by that amount, and the air flow blown out to the passenger compartment The temperature (outlet air temperature) is greatly reduced, which may cause discomfort to the passenger.
[0053]
On the other hand, when the regenerator 26 (and the electromagnetic valve 27) is provided and the electromagnetic valve 27 is opened and the cold storage operation is performed during vehicle braking, the cold energy generated by the increase in the driving power of the compressor 21 is accumulated in the regenerator 26. A drop in the air flow temperature (outlet air temperature) blown out to the passenger compartment can be greatly suppressed, and the passenger can be prevented from feeling uncomfortable.
[0054]
In addition, since the cold energy stored in the regenerator 26 is then gradually dissipated to the passenger compartment, the thermal load on the evaporator 25 decreases, the outlet refrigerant temperature of the evaporator 25 decreases, and the opening of the expansion valve 24 increases. As a result, the compression work (drive power) of the compressor 21 is reduced, and the energy consumption of the system can be reduced. Eventually, by increasing the driving power of the compressor 21 of the refrigeration cycle apparatus 2 with the regenerator 26 during vehicle braking, it is possible to improve system efficiency while reducing discomfort. Further, by adjusting the opening degree of the electromagnetic valve 27, the driving power of the compressor 21 can be easily changed even if the compressor is a mechanically driven compressor or a compressor whose capacity cannot be adjusted.
[0055]
Further, by adding the damper 28, even when the engine is stopped after braking the vehicle, the cooling (heating in the heat cycle) can be continued, and the electric compressor is driven while consuming the stored power of the battery. There is no need, and the motor can be omitted and the battery can be downsized.
[0056]
(Modification)
The electromagnetic valve 27 may be disposed between the evaporator 25 and the expansion valve 24.
[0057]
(Modification)
In the above embodiment, the vehicle energy generation device 1 is a vehicle energy generation device for an internal combustion engine vehicle having an internal combustion engine, an electromagnetic clutch for driving the compressor 21, and a generator (alternator) 10 for charging the battery 3. As assumed, the vehicle energy generation device 1 may be a hybrid vehicle or a fuel cell vehicle, and the compressor 21 may be an electric compressor driven by a dedicated motor.
[0058]
(Example 2)
Another embodiment of the present invention will be described below with reference to FIG.
[0059]
(Constitution)
In this embodiment, the solenoid valve 27 (see FIG. 1) of the first embodiment is omitted, and an expansion valve 27 'is newly provided instead. The inlet of the expansion valve 27 ′ is connected to the inlet of the expansion valve 24, and the outlet of the expansion valve 27 ′ is connected to the inlet of the regenerator 26. The opening degree of the expansion valve 27 ′ can be adjusted by a signal from the air conditioning controller 20.
[0060]
(Operation)
The operation of this apparatus will be described below.
[0061]
When the expansion valve 27 'is opened by a predetermined opening, a refrigerant corresponding to the opening flows into the regenerator 26, cooling of the regenerator 26 is started, and the regenerator 26 starts cooling the air flow. When the low-pressure refrigerant gas output from the regenerator 26 merges with the low-pressure refrigerant gas output from the evaporator 25, the temperature and pressure on the outlet side of the evaporator 25 or the suction side of the compressor 21 increase, and the compressor 21 per rotation of the compressor 21. Work increases and the driving power of the compressor 21 increases.
[0062]
When the vehicle braking is finished and the electromagnetic valve 27 ′ is closed, the temperature and pressure of the low-pressure refrigerant gas on the suction side of the compressor 21 are reduced, thereby reducing the opening degree of the expansion valve 27 ′ and driving power of the compressor 21. Returns to its original state. The cold energy stored in the regenerator 26 is then gradually dissipated, and the heat load of the evaporator 25 and thus the driving power of the compressor 21 can be reduced. Of course, in this embodiment, the damper 28 may be provided as in the first embodiment.
[0063]
(effect)
According to this embodiment, in addition to the effects of the first embodiment, the expansion valve 27 ′, which is much smaller than that of the electromagnetic valve 27, is adopted. Therefore, the configuration is simplified and the cost can be reduced.
[0064]
(Example 3)
Another embodiment will be described with reference to the flowcharts shown in FIGS. The control routine shown in this flowchart is executed by the control device 4, and the control device 4 activates this control routine when the amount of brake depression during traveling of the vehicle exceeds a predetermined value.
[0065]
First, in step S100, the required vehicle speed deceleration rate -dV / dt is calculated from the vehicle speed and the brake depression amount, and this required vehicle speed deceleration rate -dV / dt is achieved from the vehicle parameters and the driving situation stored in advance. The reduction rate of vehicle inertia energy (change amount of vehicle inertia energy per unit time), that is, regenerative power Px, required for the compressor 21 and a generator (not shown) is calculated.
[0066]
Next, in step S102, the maximum drive power that can be given to the compressor 21 at the present time from the parameters (temperature, pressure, refrigerant circulation rate, temperature of the regenerator 26, etc.) of the refrigeration cycle apparatus 2 received from the controller 20 in step S102. The value Pcmax is calculated using a map or the like, and at the same time, the current driving (consumption) power Pcpresent of the compressor 21 is also calculated.
[0067]
Next, in step S104, the battery chargeable range (the SOC of the battery 3 received from the battery controller 5 is below a predetermined range and the charging current of the battery 6 is below a predetermined value) and the field current duty ratio is 100. Calculates the maximum generated power Pgmax (which may be the maximum value of the generator driving power) that is the generated power of the generator in%, and also calculates the current generated power Pgpresent (may be the current value of the generator driving power) . Therefore, if the battery 3 currently reaches a predetermined maximum SOC, the maximum generated power Pgmax is only the power consumption of the in-vehicle electric device excluding the battery 3.
[0068]
Next, in step S106, it is checked whether the currently available regenerative (consumption) power Px is larger than the maximum value Pcmax of the compressor driving power + the maximum generated power Pgmax (which may be the maximum value of the generator driving power). If not, the process jumps to step S112. If it is larger, the compressor driving power is set to Pcmax, the generated power of the generator is set to Pgmax (the generator driving power is the maximum value) (S108), and the process proceeds to step S110.
[0069]
In step S110, an operating point with the best overall regenerative efficiency of the system is determined in the range of Px = Pc + Pg, Pc <Pcmax, Pg <Pgmax from the map of Pc, Pg, Px, and overall regenerative efficiency η stored in advance. Then, Pc and Pg at this operating point are obtained. Note that the total regenerative efficiency η here is the sum of the refrigerating cycle effective power obtained from the amount of generated heat per unit time / refrigerator cycle efficiency and the battery discharge power after regenerative charging divided by the regenerative power Px. Value.
[0070]
In next S 112, the obtained Pc is transmitted to the controller 20, and the controller 20 controls the electromagnetic valve 27, the expansion valve 27 ′, and the expansion valve 24 so that the received Pc is applied to the compressor 21. Of course, at this time, the solenoid valve 27 or the expansion valve 27 'is opened. The capacity may be controlled when a variable capacity compressor is employed, and the rotational speed may be controlled when an electric compressor is used. The field current of the built-in generator (alternator) is controlled so as to generate the calculated Pg.
[0071]
In next S114, it is checked whether or not the vehicle braking operation during traveling has been completed, and if completed, the operating state of the refrigeration cycle apparatus 2 and the built-in generator is restored to the original state, and the electromagnetic valve 27 or the expansion valve 27 ′. Is closed and the routine is terminated. If the vehicle braking operation during traveling is not completed in S114, the process returns to step S100.
[0072]
(effect)
In this way, the following effects can be achieved.
[0073]
At the time of vehicle braking in the first and second embodiments, the reduction rate (braking power to be regenerated) of the vehicle inertia energy (a function of the vehicle speed reduction rate) determined by the brake depression amount and the vehicle speed can be currently realized by the compressor 21. In a stage that is greater than the sum of the maximum driving power and the maximum power that can be realized by a generator (not shown), the driving power of the compressor 21 and the maximum charging power of the battery are set to maximum values, respectively. It can regenerate as much as possible.
[0074]
  As vehicle braking progresses, the vehicle inertia energy reduction rate (braking power to be regenerated) during vehicle braking is determined by the maximum drive power that can be achieved by the compressor 21 and the maximum power that can be achieved by a generator (not shown). When the sum is smaller than the sum, the regenerative energy is allocated to the compressor 21 and the generator so that the efficiency of the entire system becomes the best. Therefore, the maximum regenerative energy can be recovered as cold heat or as electric power. As a result, the fuel efficiency of the vehicle can be improved and the air conditioning is comfortable when the internal combustion period is stopped.SexIt is possible to prevent damage.
[0075]
(Modification)
A modification will be described below with reference to FIG. The steps shown in FIG. 5 are performed instead of step S110 shown in FIG.
[0076]
In FIG. 5, first, in step S210, it is checked whether or not the regenerative power Px is larger than Pcmax + Pgpresent. As a result, it is possible to generate generated power that is greater than the generated power immediately before vehicle braking with the remaining surplus regenerative power while producing the maximum amount of cold. If the regenerative power Px is not larger than Pcmax + Pgpresent in step S210, Pgmax is set as Pg, and Px−Pgpresent is set as Pc (S211). Thereby, cold heat can be produced with the remaining surplus regenerative power while maintaining the generated power immediately before vehicle braking.
[0077]
(Modification)
A modification will be described below with reference to FIG. The steps shown in FIG. 6 are performed instead of step S110 shown in FIG.
[0078]
In FIG. 6, first, in step S310, it is checked whether or not the regenerative power Px is larger than Pgmax + Pcpresent. If it is larger, Pgmax is set as Pg and Px−Pgmax + Pcpresent is set as Pc (S311). As a result, while the generated power is maximized, the remaining surplus regenerative power can produce cold energy that is greater than the cold energy immediately before vehicle braking. If the regenerative power Px is not greater than Pgmax + Pcpresent in step S310, Pcmax is set to Pc and Px−Pcpresent is set to Pg (S311). As a result, it is possible to generate power with the remaining surplus regenerative power while maintaining cold production just before vehicle braking.
[Brief description of the drawings]
FIG. 1 is a block diagram of an apparatus according to a first embodiment.
FIG. 2 is a block diagram of an apparatus according to a second embodiment.
FIG. 3 is a flowchart showing the control of the third embodiment.
FIG. 4 is a flowchart showing the control of the third embodiment.
FIG. 5 is a flowchart showing control of a modified embodiment of the third embodiment.
FIG. 6 is a flowchart showing control of a modified embodiment of the third embodiment.
[Explanation of symbols]
10 Generator
21 Compressor
4 Control device (regenerative control unit)
20 Air conditioning management controller (Regenerative control unit)
26 Regenerator (cold storage device)
27 Solenoid valve (cold storage device)
27 'expansion valve (cold storage device)

Claims (6)

A generator for generating regenerative power by generating power by running energy during vehicle braking;
A compressor that is part of a refrigeration cycle apparatus for air conditioning and is driven by an engine or an air conditioning compressor drive motor;
A regenerative control unit that performs control to recover vehicle inertia energy during vehicle braking as power generated by the generator and driving force or driving power of the compressor;
A battery capable of storing and discharging electric power output from the generator; a cold storage device provided in the refrigeration cycle device;
Have
The regenerative control unit is a regenerative braking device for a vehicle that performs a cold storage operation of the regenerator during vehicle braking,
The cold storage device is
A regenerator connected in parallel with the evaporator between the outlet of the expansion valve of the refrigeration cycle device and the inlet of the compressor, cooled by a low-pressure refrigerant, and heated by an air flow;
A vehicle having an electromagnetic valve interposed between the compressor or the expansion valve and the regenerator and controlled by the regenerative control unit to adjust the amount of refrigerant flowing into the regenerator. Regenerative braking device. A generator for generating regenerative power by generating power by running energy during vehicle braking;
A compressor that is part of a refrigeration cycle apparatus for air conditioning and is driven by an engine or an air conditioning compressor drive motor;
A regenerative control unit that performs control to recover vehicle inertia energy during vehicle braking as power generated by the generator and driving force or driving power of the compressor;
A battery capable of storing and discharging electric power output from the generator; a cold storage device provided in the refrigeration cycle device;
Have
The regenerative control unit is a regenerative braking device for a vehicle that performs a cold storage operation of the regenerator during vehicle braking,
The cold storage device is
A regenerator disposed between an expansion valve outlet and a compressor inlet of the refrigeration cycle apparatus, cooled by a low-pressure refrigerant, and heated by an air flow;
The expansion valve is interposed between the inlet of the expansion valve and the inlet of the regenerator, and has an expansion valve that is controlled by the regenerative control unit and adjusts the amount of refrigerant flowing into the regenerator. Regenerative braking device for vehicles. The regenerative braking device for a vehicle according to claim 2 ,
The regenerative braking device for a vehicle, wherein the regenerative control unit increases the opening of the expansion valve during regeneration by the compressor. A generator for generating regenerative power by generating power by running energy during vehicle braking;
A compressor that is part of a refrigeration cycle apparatus for air conditioning and is driven by an engine or an air conditioning compressor drive motor;
A regenerative control unit that performs control to recover vehicle inertia energy during vehicle braking as power generated by the generator and driving force or driving power of the compressor;
A battery capable of storing and discharging electric power output from the generator; a cold storage device provided in the refrigeration cycle device;
Have
The regenerative control unit is a regenerative braking device for a vehicle that performs a cold storage operation of the regenerator during vehicle braking,
The regeneration controller is
When the power that can be regenerated is greater than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, the power can be generated by the generator and the compressor, respectively. Command to consume the maximum power consumption, the remaining braking force that is insufficient is generated by the brake,
When the power that can be regenerated is less than the sum of the maximum power consumption that can be generated currently by the generator and the maximum power consumption that can be generated by the compressor, the regeneration for the vehicle including the generator and the compressor can be performed. A regenerative braking device for a vehicle, wherein the power consumption of each of the generator and the compressor is determined so that the regenerative efficiency η of the braking device is maximized. A generator for generating regenerative power by generating power by running energy during vehicle braking;
A compressor that is part of a refrigeration cycle apparatus for air conditioning and is driven by an engine or an air conditioning compressor drive motor;
A regenerative control unit that performs control to recover vehicle inertia energy during vehicle braking as power generated by the generator and driving force or driving power of the compressor;
A battery capable of storing and discharging electric power output from the generator; a cold storage device provided in the refrigeration cycle device;
Have
The regenerative control unit is a regenerative braking device for a vehicle that performs a cold storage operation of the regenerator during vehicle braking,
The regeneration controller is
When the power that can be regenerated is greater than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, the power can be generated by the generator and the compressor, respectively. Command to consume the maximum power consumption, the remaining braking force that is insufficient is generated by the brake,
The power that can be regenerated is smaller than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, and the power consumption of either the generator or the compressor A regenerative braking device for a vehicle, wherein, when the current maximum value is exceeded, the remaining regenerative power is distributed to the other while maximizing the power consumption of either the generator or the compressor. A generator for generating regenerative power by generating power by running energy during vehicle braking;
A compressor that is part of a refrigeration cycle apparatus for air conditioning and is driven by an engine or an air conditioning compressor drive motor;
A regenerative control unit that performs control to recover vehicle inertia energy during vehicle braking as power generated by the generator and driving force or driving power of the compressor;
A battery capable of storing and discharging electric power output from the generator; a cold storage device provided in the refrigeration cycle device;
Have
The regenerative control unit is a regenerative braking device for a vehicle that performs a cold storage operation of the regenerator during vehicle braking,
The regeneration controller is
When the power that can be regenerated is greater than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, the power can be generated by the generator and the compressor, respectively. Command to consume the maximum power consumption, the remaining braking force that is insufficient is generated by the brake,
The power that can be regenerated is smaller than the sum of the maximum power consumption that can be generated by the generator and the maximum power consumption that can be generated by the compressor, and the power consumption of either the generator or the compressor When less than the current maximum value, the power consumption of one of the generator and the compressor is maintained at the value before braking the vehicle, and when the remaining regenerative power is generated, it is distributed to the other A regenerative braking device for a vehicle.

Images