JP4985458B2 - Regenerative control device for idle stop vehicle - Google Patents

Description

  The present invention relates to a regeneration control device for an idle stop vehicle.

2. Description of the Related Art Conventionally, a vehicle regeneration control device that regenerates travel energy during vehicle braking by an alternator and an air conditioner compressor is known (see, for example, Patent Document 1).
JP 2003-158801 A

  In the case of an idle stop vehicle, it is necessary to ensure the power supply and air conditioning function to the vehicle electrical load during the idle stop, and the idle stop possible time depends on these. However, since the above-described conventional vehicle regeneration control device does not have an idle stop function, consideration has not been given to the supply of electric power to the vehicle electrical load during the idle stop and the securing of the air conditioning function. Therefore, the conventional regenerative control has a problem that the idle stop possible time is shortened and the fuel consumption is deteriorated.

  The present invention has been made paying attention to such a conventional problem, and an object of the present invention is to secure a longer idle stop possible time and improve fuel efficiency.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention is a regeneration control device for an idle stop vehicle that stops an engine (1) when a preset engine stop condition is satisfied and restarts the engine (1) when a preset engine restart condition is satisfied. A regenerative unit that regenerates travel energy within a range in which the vehicle deceleration acceleration does not exceed a predetermined acceleration, driven by the crankshaft (11) that rotates by transmitting the rotation of the wheel (13) during vehicle deceleration and fuel cut. 21, 31) and auxiliary energy storage units (22, 33) that are provided corresponding to the regenerative units (21, 31) and store the regenerated energy as energy that can be used for the operation of the auxiliary machine during idle stop. ) And a plurality of sets of energy regeneration means (2, 3) and auxiliary energy storage of the plurality of sets of energy regeneration means (2, 3) before regeneration. For each energy stored in (22, 33), auxiliary machine operable time calculating means (S41) for calculating the time during which the auxiliary machine can be operated during idle stop, and among each calculated auxiliary machine operable time, Regenerative control means for controlling the regenerative operation of each regenerative unit (21, 31) within a range in which the vehicle deceleration acceleration does not exceed a predetermined acceleration so as to preferentially extend the operable time of the auxiliary machine having the shortest operable time ( S43, S45, S49).

  According to the present invention, for each energy stored in each auxiliary energy storage means before regeneration, the time during which the auxiliary machine can be operated during idle stop is calculated, and the auxiliary machine having the shortest operable time is calculated. The regeneration operation of each regeneration unit is controlled so as to preferentially extend the operable time. Thereby, since the idle stop possible time can be lengthened, the fuel consumption can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a system schematic diagram of a regeneration control device for an idle stop vehicle according to an embodiment of the present invention.

  For example, when the vehicle is stopped by waiting for a signal, the idle stop vehicle automatically stops the engine 1 if a predetermined engine stop condition is satisfied, and then the engine 1 if a predetermined engine restart condition is satisfied. Is a vehicle that restarts the vehicle.

  The engine stop condition includes that the accelerator pedal depression amount is smaller than a predetermined amount, the brake pedal is depressed, and the vehicle speed is smaller than a predetermined value. The engine restart condition includes that the amount of depression of the accelerator opening is larger than a predetermined amount and that the brake pedal is not depressed.

  The regeneration control device for an idle stop vehicle includes an engine 1, a power supply device 2, an air conditioner 3, and a controller 4.

  The engine 1 generates driving force for an idle stop vehicle. A crank pulley 12 that rotates integrally with the crankshaft 11 is attached to one end of the crankshaft 11 of the engine 1.

  The power supply device 2 includes an alternator 21 that is driven by the power of the engine 1 to generate electric power, and a battery 22 that charges the electric power generated by the alternator 21.

  The alternator 21 is linked to the crank pulley 12 of the engine 1 by a belt 51 via an alternator pulley 23 provided at one end of the rotating shaft 22. An electromagnetic clutch 24 is interposed between the rotating shaft 22 and the alternator pulley 23. When the electromagnetic clutch 24 is engaged (turned on), the rotating shaft 22 of the alternator 21 rotates in synchronization with the crankshaft 11 of the engine 1. Thereby, the alternator 21 generates power. On the other hand, when the engagement of the electromagnetic clutch 24 is released (turned off), the rotating shaft of the alternator 21 rotates idly with respect to the crankshaft 11 of the engine 1 and power generation by the alternator 21 is not performed.

  The electromagnetic clutch 24 is on-off driven (duty control) by an output signal from the controller 4 described later. By changing the duty ratio according to the operating state, the load torque applied to the engine 1 when the alternator 21 is driven can be continuously changed.

  The air conditioner 3 includes a compressor 31, a condenser 32, and an evaporator 33, thereby forming a refrigeration cycle for circulating the refrigerant gas, and cools the air by the evaporator 33 arranged inside the air conditioning duct 34.

  The compressor 31 is linked to the crank pulley 12 of the engine 1 by a belt 51 via a compressor pulley 36 provided at one end of the rotating shaft 35. An electromagnetic clutch 37 is interposed between the rotary shaft 35 and the compressor pulley 36. When the electromagnetic clutch 37 is engaged, the rotation shaft 35 of the compressor 31 rotates in synchronization with the crankshaft 11 of the engine 1. As a result, the compressor 31 sucks and compresses the refrigerant gas, and sends the refrigerant gas having a high temperature and high pressure to the condenser 32.

  The electromagnetic clutch 37 is also duty-controlled in the same manner as the electromagnetic clutch 24, and the load torque applied to the engine 1 is continuously changed when the compressor 31 is driven by changing the duty ratio according to the operating state. Can be made.

  The condenser 32 cools and liquefies the high-temperature and high-pressure refrigerant gas sent from the compressor 31. The capacitor | condenser 32 is arrange | positioned at the front surface of a radiator (not shown), and is cooled with external air.

  The air conditioning duct 34 includes an air intake for introducing outside air or inside air on the side of one opening end 34a, and a blowout port communicating with the vehicle interior on the side of the other opening end 34b. A blower fan 38 and an evaporator 33 are disposed inside the air conditioning duct 34.

  The blower fan 38 is driven by a motor and blows the air sucked from the air intake port around the evaporator 34. The blower fan 38 can be set to an arbitrary fan speed of several tens of stages.

  The evaporator 33 evaporates the liquid refrigerant that has been liquefied by the condenser 32 to a low temperature and a low pressure, thereby removing heat from the air passing around the evaporator 33 blown by the blower fan 38 to form cold air.

  The controller 4 includes a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 4 receives signals from various sensors that detect operating conditions such as an outside air temperature sensor 41, an evaporator temperature sensor 42, an engine water temperature sensor 43, an acceleration sensor 44, and a battery charge amount detection sensor 45. The evaporator temperature sensor 42 is inserted into the fin of the evaporator 33 and detects the temperature of the evaporator 33. The acceleration sensor 44 detects vehicle acceleration and the like.

  Here, while the vehicle is decelerating and during fuel cut, the combustion driving force by the engine 1 is not generated, but the crankshaft 11 is rotated by the rotation of the wheels 13 until the vehicle stops. The controller 4 performs regenerative control for recovering the traveling energy at this time.

  Specifically, the controller 4 turns on the alternator driving electromagnetic clutch 24 to drive the alternator 21 during vehicle deceleration and fuel cut to charge the battery. Thereby, the electric power supplied to electrical loads, such as a headlight required during an idle stop, is ensured.

  Similarly, during the vehicle deceleration and fuel cut, the compressor driving electromagnetic clutch 37 is turned on to drive the compressor 31 to increase the amount of liquid refrigerant flowing into the evaporator 33. Thereby, the cooling capacity (air-conditioning function) required during idle stop is ensured.

  However, if both the alternator 21 and the compressor 31 are fully driven (duty ratio is 100%) during vehicle deceleration and fuel cut, the load torque applied to the engine may become too large. If it does so, the deceleration acceleration of a vehicle will become large too much and drivability will deteriorate. In addition, if the deceleration acceleration of the vehicle becomes too large, it may be possible for some drivers to depress the accelerator pedal, which leads to deterioration of fuel consumption.

  Therefore, in the present embodiment, the duty of the electromagnetic clutches 24 and 37 of both the alternator 21 and the compressor 31 is optimally controlled so as to prevent excessive increase in deceleration acceleration during regeneration and to ensure the longest idle stop time. Hereinafter, cooperative regeneration control of the alternator 21 and the compressor 31 will be described.

  FIG. 2 is a flowchart illustrating cooperative regeneration control of the alternator 21 and the compressor 31 according to the present embodiment. The controller 4 repeatedly executes this routine at a predetermined calculation cycle (for example, 10 milliseconds).

  In step S1, the controller 4 determines whether or not the vehicle is decelerating. Specifically, it is determined whether or not the amount of depression of the brake pedal is greater than a predetermined amount. If the amount of depression of the brake pedal is greater than the predetermined amount, the controller 4 proceeds to step S2. On the other hand, if the depression amount of the brake pedal is smaller than the predetermined amount, the current process is terminated.

  In step S <b> 2, the controller 4 determines whether or not a fuel cut during deceleration that stops fuel injection of the fuel injector during deceleration. Whether or not to perform fuel cut during deceleration is determined by engine speed, vehicle speed, engine water temperature, and the like. The controller 4 proceeds to step S3 if the fuel cut during deceleration is in progress, and otherwise ends the current process.

In step S3, the controller 4 determines whether or not the load torque applied to the engine is larger than the allowable load torque Trq _permit when the alternator 21 and the compressor 31 are fully driven. Here, the allowable load torque Trq _permit is a maximum torque that can be applied to the engine in a range where the deceleration acceleration does not exceed the allowable deceleration acceleration. The allowable load torque Trq _permit is determined according to the vehicle operating state and the like. When the alternator 21 and the compressor 31 are fully driven, the controller 4 proceeds to step S4 if the load torque applied to the engine is greater than the allowable load torque Trq _permit , and proceeds to step S5 if smaller.

  In step S <b> 4, the controller 4 executes cooperative regeneration processing by the alternator 21 and the compressor 31. Specific contents will be described later with reference to FIG.

  In step S5, the controller 4 fully drives the alternator 21 and the compressor 31. Specifically, energization of the electromagnetic clutches 24 and 37 of both the alternator 21 and the compressor 31 is performed with a duty ratio of 100%.

  FIG. 3 is a flowchart showing cooperative regeneration processing by the alternator 21 and the compressor 31.

In step S41, the controller 4 determines the idle stop possible time determined from the battery request (hereinafter referred to as “battery request I / S possible time”) T _alt and the idle stop possible time determined from the air conditioning request (hereinafter referred to as “air conditioning request I / S possible”). T _comp ) (referred to as “time”).

Here, the battery request I / S possible time T _alt is a time during which idle stop can be performed when idle stop is performed with the current battery charge amount without performing regeneration by the alternator 21. That is, it is a time during which the necessary power can be continuously supplied to the vehicle load with the current battery charge amount during the idle stop period after the engine is stopped.

The battery request I / S possible time T _alt is determined with reference to the table 1 shown in FIG. 4 based on the current battery charge amount and the amount of electric power (current consumption) that must be supplied to the vehicle electrical load. The As shown in Table 1, the battery request I / S possible time T _alt becomes shorter as the current battery charge amount is smaller and the current consumption is larger.

The air-conditioning request I / S possible time T _comp is a time during which idling can be stopped when the current cooling power (temperature) of the evaporator 33 is idle stopped without performing regeneration by the compressor 31. It is. That is, it is a time during which the air conditioning can be continuously secured by the current cooling power of the evaporator 33 during the idle stop period after the engine is stopped.

The air conditioning request I / S possible time T _comp is determined with reference to the table 2 shown in FIG. 5 based on the outside air temperature, the blower fan speed, and the evaporator temperature. As shown in Table 2, the idling stop possible time determined from the air conditioning request becomes shorter as the outside air temperature is higher, the blower fan speed is higher, and the evaporator temperature is higher.

In step S42, the controller 4 determines that the air conditioning request I / S possible time T _comp satisfies substantially all of the stop times that can occur in the market, for example, the stop time by waiting for a signal (hereinafter, “assumed market stop time”). It is determined whether it is larger than T _market . The controller 4 proceeds to step S43 if the air conditioning request I / S possible time T _comp is greater than the assumed market stop time T _market , and proceeds to step S44 if smaller.

  In step S <b> 43, the controller 4 executes an alternator regeneration process that prioritizes regeneration by the alternator 21. Specific contents will be described later with reference to FIG.

In step S44, the controller 4 determines whether or not the battery request I / S possible time T _alt is larger than the assumed market stop time T _market . The controller 4 shifts the process to step S45 if the battery required I / S possible time T _alt is larger than the assumed market stop time T _market , and shifts the process to step S46 if it is smaller.

  In step S <b> 45, the controller 4 executes a compressor regeneration process that prioritizes regeneration by the compressor 31. Specific contents will be described later with reference to FIG.

In step S46, the controller 4 determines whether or not the evaporator temperature Tmp _eva is lower than the freeze prevention temperature Tmp _eva _ _min. Here, the antifreeze temperature Tmp _eva _ _min, a set temperature to prevent freezing of the evaporator 33, a slightly higher temperature than the temperature at which the evaporator 33 may freeze. The controller 4 _proceeds to step S43 if the evaporator temperature Tmp _eva is lower than the antifreezing temperature Tmp _{eva — min} , and proceeds to step S47 if it is higher.

In step S47, the controller 4 shifts the process to step S45 if the battery charge amount SOC is larger than a predetermined charge amount (hereinafter referred to as “unnecessary charge amount”) SOC _max close to the full charge amount, and if smaller, step S48. The process is transferred to.

In step S48, the controller 4 determines whether or not the battery request I / S possible time T _alt and the air conditioning request I / S possible time T _comp are the same time. If both times are the same time, the controller 4 shifts the process to step S49, and if not, the controller 4 shifts the process to step S50.

  In step S49, the controller 4 performs an equal regeneration process in which the regeneration by the compressor 31 and the regeneration by the alternator 21 are performed equally at the same time. Specific contents will be described later with reference to FIG.

In step S50, the controller 4 determines whether the battery request I / S possible time T _alt and the air conditioning request I / S possible time T _comp are large or small. When the battery request I / S possible time T _alt is longer, the controller shifts the process to step S43. On the other hand, when the air conditioning request I / S possible time T _comp is longer, the process proceeds to step S45.

In step S431, the controller 4 determines whether or not the load torque (hereinafter "alternator full drive load torque" hereinafter) Trq _alt _ _max allowable load torque Trq _permit less than or on the engine when the full driving the alternator 21 . Controller 4, if the alternator full drive load torque Trq _alt _ _max is smaller than the allowable load torque Trq _permit the process proceeds to step S432, the process proceeds to step S433 larger.

In step S432, the controller 4 fully drives the alternator 21 and drives the compressor 31. At this time, the compressor 31 is the sum of the alternator full drive load torque Trq _{alt — max} and the load torque applied to the engine when the compressor 31 is driven (hereinafter referred to as “compressor drive load torque”) Trq _comp. Driven to not exceed _permit .

In step S433, the controller 4 drives only the alternator 21. At this time, the alternator 21 is driven such that the load torque (hereinafter referred to as “alternator drive load torque”) Trq _alt applied to the engine when the alternator 21 is driven does not exceed the allowable load torque Trq _permit .

  FIG. 7 is a flowchart showing compressor regeneration processing.

In S451, the controller 4 determines whether or not the load torque (hereinafter referred to as “compressor full drive load torque”) Trq _{comp — max} applied to the engine when the compressor 31 is fully driven is smaller than the allowable load torque Trq _permit . Controller 4 shifts the process to the compressor full driving load torque Trq _comp _ _max steps smaller than the allowable load torque Trq _permit S452, the process proceeds to step S453 larger.

In step S452, the controller 4 fully drives the compressor 31 and drives the alternator 21. At this time, the alternator 21 is driven such that the sum of the compressor full drive load torque Trq _{comp — max} and the alternator drive load torque Trq _alt does not exceed the allowable load torque Trq _permit .

In step S453, the controller 4 drives only the compressor 31. At this time, the compressor 31 is driven such that the compressor driving load torque Trq _comp does not exceed the allowable load torque Trq _permit .

  FIG. 8 is a flowchart showing the equal regeneration process.

In S491, the controller 4 drives the alternator 21 and the compressor 31 so that the air conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt increase at the same rate. Further, the compressor driving load torque Trq _comp and the alternator driving load torque Trq _alt are driven so that the sum does not exceed the allowable load torque Trq _permit .

  Next, the operation of the cooperative regeneration control of the alternator 21 and the compressor 31 according to this embodiment will be described. First, the operation of the compressor regeneration process that gives priority to regeneration by the compressor will be described with reference to the time chart of FIG. In addition, in order to clarify the correspondence with the flowchart, description will be made with the step number of the flowchart.

When the vehicle decelerates and enters a fuel cut state at time t1 (FIGS. 9A and 9B; Yes in S1 and Yes in S2), the controller 4 turns on the engine when the alternator 21 and the compressor 31 are fully driven. It is determined whether or not the load torque is larger than the allowable load torque Trq _permit (S3). This is because when the alternator 21 and the compressor 31 are fully driven and the load torque applied to the engine becomes larger than the allowable load torque Trq _permit , the deceleration acceleration exceeds the allowable deceleration acceleration, and the driving performance deteriorates. This is to prevent it.

At time t1, when the alternator 21 and the compressor 31 are fully driven, the load torque applied to the engine is larger than the allowable load torque Trq _permit (FIG. 9D; Yes in S3). Therefore, the controller 4 calculates the battery request I / S possible time T _alt and the air conditioning request I / S possible time T _comp (S41).

Next, it is determined whether these are larger than the assumed market stop time T _market (S42, S44).

If the air conditioning request I / S possible time T _comp is larger than the assumed market stop time T _market , the controller 4 performs an alternator regeneration process that gives priority to regeneration by the alternator 21 (Yes in S42, S43). If the air conditioning request I / S possible time T _comp is longer than the assumed market stop time T _{market, the} air conditioning function can be satisfied even if the current evaporator temperature (cooling power) is idle stopped. Therefore, it is not necessary to perform regeneration by the compressor 31 and lower the temperature of the evaporator.

On the other hand, if the battery required I / S possible time T _alt is longer than the assumed market stop time T _market , the compressor regeneration process by the compressor 31 is performed (No in S42, Yes in S44, S45). If the battery request I / S possible time T _alt is longer than the assumed market stop time T _market , electric power can be supplied to the electric load of the vehicle even if the current battery charge amount is idle-stopped. Therefore, it is not necessary to perform regeneration by the alternator 21 to charge the battery.

At time t1, the air conditioning request I / S possible time T _comp and the battery required I / S possible time T _alt are both smaller than the assumed market stop time T _market (FIG. 9C; No in S42, No in S44).

Then, the controller 4, then determines whether the evaporator temperature Tmp _eva is lower than the freeze prevention temperature Tmp _eva _ _min (S46).

As a result of the determination, if lower than the evaporator temperature Tmp _eva is antifreeze temperature Tmp _eva _ _min, the controller 4 may give priority to charging of the battery by carrying out the alternator regeneration process (Yes in S46, S43). This is because when driving the compressor 31 when the evaporator temperature Tmp _eva is lower than the freeze prevention temperature Tmp _eva _ _min, there is a possibility that the evaporator 33 may freeze.

However, at time t1, evaporator temperature Tmp _eva is higher than the freeze prevention temperature Tmp _eva _ _min (FIG. 9 (F); No in S46).

Then, the controller 4 determines whether or not the battery charge amount SOC is larger than the charge unnecessary charge amount SOC _max (S47).

As a result of the determination, if the battery charge amount SOC is larger than the charge-unnecessary charge amount SOC _max , the controller 4 performs compressor regeneration processing and gives priority to cooling of the evaporator 33 (Yes in S47, S45). This is because if the battery charge amount SOC is larger than the charge-unnecessary charge amount SOC _max , it is not necessary to charge the battery any more.

However, at time t1, the battery charge amount SOC is smaller than the unnecessary charge amount SOC _max (FIG. 9 (H); No in S47).

Then, the controller 4 next determines the magnitude relationship between the air conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt (S48, S50).

As a result of the determination, if the air conditioning request I / S possible time T _comp is greater than the battery request I / S possible time T _alt , the controller 4 performs an alternator regeneration process that gives priority to regeneration of the alternator 21 (No in S48). No in S50, S43).

On the other hand, if the air conditioning request I / S possible time T _comp is smaller than the battery request I / S possible time T _alt , the controller 4 performs a compressor regeneration process that gives priority to regeneration of the compressor 31 (No in S48, S50). Yes, S45).

Furthermore, if the air-conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt are the same, the controller 4 performs an equal regenerative process that does not give priority to the regeneration of the alternator 21 and the compressor 31. (Yes in S48, S49).

At time t1, the air conditioning request I / S possible time T _comp is smaller than the battery required I / S possible time T _alt (FIG. 9C; No in S48, Yes in S50). Therefore, the controller 4 performs a compressor regeneration process (S45).

In the compressor regeneration process, the controller 4 first determines whether the compressor full drive load torque Trq _{comp — max} is smaller than the allowable load torque Trq _permit (S451).

As a result of the determination, if the compressor full drive load torque Trq _{comp — max} is smaller than the allowable load torque Trq _permit (Yes in S451), the controller 4 fully drives the compressor 31 (S452). Then, the alternator 21 is driven so that the sum of the compressor full driving load torque Trq _{comp — max} and the alternator driving load torque Trq _alt does not exceed the allowable load torque Trq _permit (S452).

On the other hand, if the compressor full drive load torque Trq _{comp — max} is larger than the allowable load torque Trq _permit (No in S451), the controller 4 causes only the compressor 31 so that the compressor drive load torque does not exceed the allowable load torque Trq _permit. Drive (S453).

Here, at time t1, the compressor full driving load torque Trq _{comp — max} is smaller than the allowable load torque Trq _permit (FIG. 9D; Yes in S451). Therefore, the controller 4 fully drives the compressor 31 (FIGS. 9D and 9E; S452). The alternator 21 prevents the sum of the load torque Trq _{comp — max} applied to the engine when the compressor 31 is fully driven and the load torque Trq _alt applied to the engine when the alternator 21 is driven from exceeding the allowable load torque. Is driven (FIGS. 9D and 9G; S452).

At time t2, the compressor full driving load torque Trq _sOMPs _ _max is greater than the allowable load torque Trq _permit (FIG 9 (D); No in S451). Then, the controller 4 stops the drive of the alternator 21 (FIG. 9 (G); S453). Then, the compressor 31 is driven so as not to exceed the allowable load torque Trq _permit (FIG. 9E; S453).

As described above, when the air conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt are compared, the alternator 21 and the compressor 31 are preferentially extended with the smaller idle stop possible time. Carry out the regeneration. Thereby, the idling stop possible time can be secured longer. Moreover, since the deceleration acceleration does not exceed the allowable deceleration acceleration, it is possible to prevent the driving performance from deteriorating. Further, since it is possible to prevent the accelerator pedal from being stepped on, it is possible to prevent deterioration in fuel consumption.

  The operation of the compressor regeneration process has been described above. In the case of the alternator regeneration process, regeneration by the alternator may be prioritized.

  Next, the operation of the equal regeneration process will be described with reference to FIG.

  Since the operation from time t1 to time t2 is the same as the operation of the compressor regeneration process, the description is omitted here, and the operation from time t2 will be described.

When the air conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt become the same time at time t2 (FIG. 10C; Yes in S48), the controller 4 includes the alternator 21 and the compressor. An even regeneration process that does not give priority to the 31 regeneration is performed (S49).

When the equal regeneration process is started, the controller 4 drives the alternator 21 and the compressor 31 so that the air conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt increase at the same rate ( FIG. 10 (C) (E) (G); S491).

  According to the present embodiment described above, when the alternator 21 and the compressor 31 are fully driven and regenerated during vehicle deceleration and fuel cut, the load torque applied to the engine 1 becomes too large and exceeds the allowable deceleration acceleration. When expected, either one is preferentially driven to regenerate.

Specifically, the size of the air conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt are compared, and the alternator 21 and the idler stop time are preferentially extended with the smaller idle stop possible time. The compressor 31 is driven to regenerate.

That is, when the air conditioning request I / S possible time T _comp is small, the compressor is preferentially driven to regenerate. On the other hand, when the battery request I / S possible time T _alt is small, the alternator 31 is preferentially driven and regenerated.

However, when the air-conditioning request I / S possible time T _comp and the battery request I / S possible time T _alt are the same, either one is not preferentially driven, but both I / S possible times are at the same rate. The alternator 21 and the compressor 31 are driven to increase so as to increase.

  Thereby, the idling stop possible time can be secured longer.

  Then, if the allowable deceleration is not exceeded even when either one is fully driven, the other is driven within a range not exceeding the allowable deceleration.

  Thereby, since the deceleration acceleration does not exceed the allowable deceleration acceleration, the deterioration of the driving performance can be prevented. In addition, since it is possible to prevent the accelerator pedal from being stepped on, fuel consumption is improved.

Further, when the air conditioning request I / S possible time T _comp is longer than the assumed market stop time T _market , the alternator 21 is driven preferentially and regenerated. This is because the air-conditioning function can be satisfied even when the compressor 31 is not driven and the current evaporator cooling power (temperature) is idle-stopped.

Further, when the evaporator temperature Tmp _eva is lower than the antifreezing temperature Tmp _{eva — min} , the alternator 21 is preferentially driven to regenerate. This is because if the compressor 31 is driven when the evaporator temperature Tmp _eva is lower than the antifreezing temperature Tmp _{eva — min} , the evaporator 33 may be frozen.

  As a result, the amount of regeneration of the alternator 21 can be increased by the amount that the regeneration of the compressor 31 is not performed, so that the idling stop possible time can be secured longer and effective regeneration can be performed.

On the other hand, when the battery required I / S possible time T _alt is larger than the assumed market stop time T _market , the compressor 31 is preferentially driven and regenerated. This is because it is possible to supply electric power to the electric load of the vehicle even if the current battery charge amount is idle stopped without driving the alternator 21.

Further, when the battery charge amount SOC is larger than the charge unnecessary charge amount SOC _max , the compressor 31 is preferentially driven to regenerate. Is greater than the battery charge SOC is charged unnecessary charge SOC _max, it is not necessary to charge the higher battery.

  As a result, the regeneration amount of the compressor 31 can be increased by the amount that the alternator 21 is not regenerated, so that the idle stop possible time can be secured longer and effective regeneration can be performed.

  Note that the present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

  For example, in the present embodiment, the comparison between the required air conditioning request I / S time and the estimated market stop time (S42) is performed prior to the comparison between the battery request I / S possible time and the estimated market stop time (S44). However, this order may be reversed.

1 is a system schematic diagram of a regeneration control device for an idle stop vehicle according to an embodiment of the present invention. It is a flowchart explaining the alternator and the cooperative regeneration control of a compressor by this embodiment. It is a flowchart which shows the cooperative regeneration process by an alternator and a compressor. It is a table which calculates battery request | requirement I / S possible time. It is a table which calculates air-conditioning request | requirement I / S possible time. It is a flowchart which shows an alternator regeneration process. It is a flowchart which shows a compressor regeneration process. It is a flowchart which shows an equal regeneration process. It is a time chart explaining operation | movement of a compressor regeneration process. It is a time chart explaining operation | movement of an equal regeneration process.

Explanation of symbols

1 Engine 21 Alternator (generator) (regenerative part)
22 Battery (Accumulator) (Auxiliary energy storage)
31 Compressor (regenerative part)
33 Evaporator (heat exchanger) (auxiliary energy storage)
S41 Auxiliary machine operation time calculation means S43, S45, S49 Regenerative control means

Claims (14)

A regeneration control device for an idle stop vehicle that stops the engine when a preset engine stop condition is satisfied and restarts the engine when a preset engine restart condition is satisfied,
A regenerative unit that is driven by a crankshaft that rotates when a vehicle is decelerating and during fuel cut is transmitted and regenerated, and a regenerative unit that is provided corresponding to the regenerative unit. A plurality of sets of energy regenerating means each having an auxiliary energy storage for storing energy usable for operation of the auxiliary;
Auxiliary machine operable time calculation means for calculating the time during which the auxiliary machine can be operated during idle stop for each energy stored in the auxiliary machine energy storage unit of the plurality of sets of energy regeneration means before performing regeneration,
The regenerative operation of each regenerative unit is performed within a range where the vehicle deceleration acceleration does not exceed the predetermined acceleration so that the operation time of the auxiliary machine that has the shortest operation time out of the calculated operation time of each auxiliary machine is preferentially extended. Regenerative control means for controlling,
A regenerative control device for an idle stop vehicle, comprising: One of the plurality of sets of energy regeneration means is:
As a regeneration unit, a generator that is driven by the crankshaft to generate electricity,
As an auxiliary machine energy storage unit, including a battery that stores electric power generated by the generator,
Another of the plurality of sets of energy regeneration means is:
As a regenerative unit, a compressor that is driven by the crankshaft and compresses a refrigerant for air conditioning,
The regeneration control device for an idle stop vehicle according to claim 1, wherein the auxiliary energy storage unit includes a heat exchanger that evaporates the air-conditioning refrigerant compressed by the compressor and cools the air. The auxiliary machine operable time calculation means is
Determining the magnitude of the sum of the maximum driving load of the generator and the maximum driving load of the compressor and the maximum allowable load that can be applied to the engine within a range where the deceleration acceleration is within the predetermined acceleration;
When it is determined that the sum of the maximum driving load of the generator and the maximum driving load of the compressor is larger, the auxiliary storage during idle stop is performed for each energy stored in each auxiliary energy storage unit before regeneration. The regeneration control device for an idle stop vehicle according to claim 2, wherein the operable time of the machine is calculated. The auxiliary machine operable time calculation means is
Calculate the battery request idle stop possible time, which is the time during which power can be supplied to the vehicle electrical load during idle stop, with the amount of charge of the battery before regeneration,
The regeneration control of the idle stop vehicle according to claim 2 or 3, wherein an air conditioning request idle stop possible time that is a time during which the air conditioning during the idle stop can be maintained is calculated based on the temperature of the heat exchanger before the regeneration. apparatus. The regeneration control means includes
Determining the size of the battery request idle stop possible time and the air conditioning request idle stop possible time,
When it is determined that the battery-requested idle stop time is greater, the compressor is driven preferentially to regenerate the running energy of the vehicle,
The generator regeneration which regenerates the running energy of a vehicle by driving the generator preferentially when it is judged that the air conditioning demand idle stop possible time is longer is performed. Regenerative control device for idle stop vehicle. The regeneration control means includes
When the air conditioning request idle stop possible time is longer than a predetermined stoppage time in a predetermined market, the power generation regardless of the result of the size determination between the battery request idle stop possible time and the air conditioning request idle stop possible time 6. The regeneration control device for an idle stop vehicle according to claim 5, wherein generator regeneration is performed to preferentially drive the machine to regenerate the running energy of the vehicle. The regeneration control means includes
When the battery-required idle stop possible time is larger than the assumed stop time in a predetermined market, the compression is performed regardless of the result of the size determination between the battery-required idle stop possible time and the air-conditioning request idle stop possible time. 6. The regeneration control device for an idle stop vehicle according to claim 5, wherein compressor regeneration for regenerating the travel energy of the vehicle by preferentially driving the machine is performed. The regeneration control means includes
When the temperature of the heat exchanger is lower than a predetermined temperature, the generator is driven preferentially regardless of the result of the size determination between the battery required idle stop possible time and the air conditioning required idle stop possible time. The regeneration control device for an idle stop vehicle according to any one of claims 5 to 7, wherein generator regeneration for regenerating running energy is performed. The regeneration control for an idle stop vehicle according to claim 8, wherein the predetermined temperature is a temperature obtained by adding a margin for preventing the heat exchanger from freezing to a temperature at which the heat exchanger freezes. apparatus. The regeneration control means includes
When the charge amount of the battery is larger than a predetermined charge amount, the compressor is driven preferentially regardless of the result of the size determination between the battery required idle stop possible time and the air conditioning required idle stop possible time. The regeneration control device for an idle stop vehicle according to any one of claims 5 to 9, wherein compressor regeneration for regenerating running energy is performed. The regeneration control device for an idle stop vehicle according to claim 10, wherein the predetermined charge amount is a charge amount in the vicinity of a full charge amount of the battery. The regeneration control means includes
When the battery required idle stop possible time and the air conditioning required idle stop possible time are the same time, the generator and the compressor are driven so that both idle stop possible times increase at the same rate. The regeneration control device for an idle stop vehicle according to any one of claims 5 to 10, wherein an equal regeneration is performed to regenerate the travel energy. The compressor regeneration is
When the maximum driving load of the compressor is smaller than the maximum allowable load of the engine, the compressor is driven to the maximum,
When the maximum drive load of the compressor is larger than the maximum allowable load of the engine, the compressor is driven so that the drive load of the compressor matches the maximum allowable load. The regeneration control device for an idle stop vehicle according to any one of claims 3 to 12. The generator regeneration is
When the maximum drive load of the generator is smaller than the maximum allowable load of the engine, the generator is driven to the maximum,
When the maximum driving load of the generator is larger than the maximum allowable load of the engine, the generator is driven so that the driving load of the generator matches the maximum allowable load. The regeneration control device for an idle stop vehicle according to any one of claims 3 to 13.