JP5510343B2 - Control device for electric vehicle - Google Patents

Description

  The present invention is applied to an electric vehicle including a rotating machine as an in-vehicle main machine using a battery as a power supply source, and converts the kinetic energy of the vehicle into the generated energy of the rotating machine in a situation where a brake operation is performed by a user. The present invention also relates to a control device for an electric vehicle including power generation regeneration means for performing a process of charging the battery.

  As this type of control device, as shown in Patent Documents 1 and 2, the battery is charged by converting the kinetic energy of the vehicle as the generated energy of the rotating machine in a situation where the braking force is applied to the vehicle by the brake. What performs regenerative control is known.

  By the way, for the purpose of ensuring the reliability of the battery and the like, an upper limit value of electric power that can be accepted at the time of charging is set for the battery. Here, under a situation where the amount of power stored in the battery is sufficient, the electric power that can be generated by the rotating machine by the regenerative control may exceed the upper limit value of the electric power that can be received by the battery. In this case, there is a possibility that the reliability of the battery may decrease due to excessive power being supplied to the battery.

  In order to solve such a problem, as seen in Patent Document 3 below, a technique for increasing the copper loss of the rotating machine by increasing the current flowing through the rotating machine by lowering the applied voltage of the rotating machine is also known. . In this technique, electric power that cannot be recovered by regenerative control is consumed as thermal energy.

JP-A-10-271607 Japanese Patent No. 3784914 Japanese Patent No. 3156340

  However, with the above technique, there is a concern that the kinetic energy of the vehicle cannot be effectively used by regenerative control.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for an electric vehicle that can effectively use the kinetic energy of the vehicle under a situation where a brake operation is performed by a user. There is to do.

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

The first invention is applied to an electric vehicle including a rotating machine as an in-vehicle main machine driven by using a battery as an energy supply source, and in a situation where a brake operation is performed by a user, the kinetic energy of the vehicle is transmitted to the rotating machine. In a control device for an electric vehicle including regenerative control means for performing a process of charging the battery by converting into generated energy, the vehicle includes an air conditioning compressor that is driven by using the battery as an energy supply source, A heat accumulator for storing heat generated by driving the compressor; and a kinetic energy converting means for converting the kinetic energy of the vehicle into the driving energy of the compressor. The regenerative control means can be braked by a user. Under such circumstances, the kinetic energy of the vehicle is converted into the drive energy of the compressor by the kinetic energy conversion means. By converting to conservation, and performs a process of storing heat in the heat accumulator.

  In the above invention, by providing the kinetic energy conversion means, even if the electric power that can be generated by the rotating machine exceeds the electric power that can be received by the battery, the kinetic energy of the vehicle is generated by the heat energy generated by driving the compressor. Can be stored in the regenerator. Thereby, the kinetic energy of the vehicle can be used effectively.

According to a second invention, in the first invention, the vehicle is provided with an in-vehicle auxiliary device other than the compressor capable of adjusting its drive torque, and the kinetic energy conversion means is provided on a drive wheel of the vehicle. A power transmission mechanism that enables power transmission between a connected drive shaft, the compressor, and the in-vehicle accessory, and is mechanically coupled to each of the drive shaft, the compressor, and the in-vehicle accessory. Comprising a power transmission mechanism that aligns the rotational speeds of the first rotating body, the second rotating body, and the third rotating body on a collinear chart on a straight line, and the regeneration control means includes the vehicle-mounted A process of storing heat in the heat accumulator is performed by adjusting the driving torque of each of the auxiliary machine and the compressor.

  In the above invention, since the power transmission mechanism is provided, the rotational speed of the drive shaft, the rotational speed of the compressor, and the rotational speed of the in-vehicle auxiliary machine are aligned in a straight line on the alignment chart. Here, when the driving torque of the in-vehicle auxiliaries and the compressor is changed, the in-vehicle auxiliaries and the compressor are maintained while maintaining the above-described relationship regarding the rotational speeds of the drive shaft, the compressor, and the in-vehicle auxiliaries on the alignment chart The respective rotation speeds of these continuously change.

  In view of this point, in the above invention, the rotational speed of the compressor can be adjusted by adjusting the driving torques of the in-vehicle auxiliary machine and the compressor in the above aspect, and the refrigerant of the refrigeration cycle including the compressor The amount of circulation can be adjusted appropriately. For this reason, the heat energy stored in the heat accumulator can be appropriately generated.

  In the above invention, a brake mechanism for stopping the rotation of the compressor is further provided, and after the rotation speed of the compressor is gradually decreased to 0, the brake mechanism is controlled to stop the driving of the compressor. May be. According to this control, for example, compared with a case where a clutch mechanism that transmits or cuts power between the compressor and the second rotating body is employed, a shock associated with switching between driving and stopping of the compressor. Can be suppressed, and drivability can be suitably prevented from being lowered.

In a third aspect based on the second aspect , the in-vehicle auxiliary device is a generator, and the battery is configured such that the kinetic energy of the vehicle is converted into the generated energy of the rotating machine by the regeneration control means. A first battery to be charged; and a second battery to be charged by the power generation of the generator, wherein the regeneration control means sets the drive torques of the generator and the compressor, respectively. By adjusting, the second battery is charged while storing heat in the regenerator.

  In the said invention, the rotational speed of these auxiliary machines can be adjusted appropriately by adjusting the drive torque of a generator and a compressor. For this reason, for example, in a situation where the electric power that can be generated by the rotating machine is assumed to exceed the electric power that can be received by the first battery, heat is stored in the heat accumulator using the electric power that exceeds the electric power and the second battery is charged. be able to.

In a fourth aspect based on the third aspect , the regenerative control means gives priority to the kinetic energy of the vehicle via the power transmission mechanism to the heat storage unit and the second battery having a smaller energy storage amount. Therefore, the rotational speed of each of the compressor and the generator is adjusted so as to be distributed.

  In the above invention, by adjusting the respective rotational speeds of the compressor and the generator in the above aspect, it is possible to avoid the occurrence of a situation where the energy storage amount of one of the heat accumulator and the second battery becomes excessively small. it can.

According to a fifth invention, in the third or fourth invention, the regenerator and the second battery in a period other than a period in which a process for charging the battery by causing the regenerative control unit to generate power is performed. A determination means for determining whether or not at least one of the energy storage amount is insufficient, and the compressor for compensating for the shortage of the energy storage amount when the determination means determines that the energy storage amount is insufficient. And forcibly driving means for forcibly driving at least one of the generators.

  In the said invention, the situation which the energy storage amount of a heat storage device or a 2nd battery runs short can be avoided suitably by providing a forced drive means.

According to a sixth invention, in any one of the third to fifth inventions, the vehicle has a brake operation member that is operated by a user to apply a braking force to the wheels, the brake operation member, and an electric type A brake device that applies a braking force to the wheel by operating at least one of the actuators, and a braking torque calculating unit that calculates a braking torque to be applied to the wheel based on an operation state of the brake operation member; When the braking torque applied to the drive wheels by driving the compressor and the in-vehicle auxiliary device by the regeneration control unit is insufficient with respect to the braking torque calculated by the braking torque calculating unit, the insufficient braking torque is set. Brake control means for compensating by operation of the actuator is further provided.

  In the above invention, the braking torque reflecting the user's intention to decelerate can be calculated by providing the braking torque calculating means. Then, based on the braking torque calculated by the braking torque calculating means, the deficiency of the braking torque applied to the drive wheels by the regeneration control means is compensated by operating the actuator. Thereby, it is possible to store heat in the regenerator or to charge the battery by the regenerative control means while applying the braking force intended by the user to the wheels.

In a seventh aspect based on the first aspect , the kinetic energy conversion means includes the rotating machine and a power conversion device that converts the generated power of the rotating machine into a predetermined value. Driven by the power supplied via the power converter, the regenerative control means generates power to the rotating machine that exceeds the power that can be received by the battery as a process of storing heat in the heat accumulator. Then, a process for driving the compressor is performed by supplying the excess power to the compressor via the power converter.

  In the above-described invention, by driving the compressor with electric power that exceeds the electric power that can be received by the battery, it is possible to appropriately generate thermal energy to be stored in the heat accumulator, and effectively use the kinetic energy of the vehicle. be able to.

In an eighth aspect based on the seventh aspect , the battery is a first battery that exchanges power with the rotating machine and supplies power to the power converter, and power supplied from the power converter. And a second battery that serves as a power supply source of the on-vehicle auxiliary machine, and the regenerative control means supplies the electric power that exceeds the power that can be received by the first battery to the rotating machine. To generate electric power, and by supplying a part of the excess power to the compressor via the power converter, the compressor is driven and the remainder is supplied to the second battery. A process for charging the second battery is performed.

  In the said invention, a compressor can be driven with the electric power more than the electric power which can be received in a 1st battery, a heat accumulator can be heat-stored, or a 2nd battery can be charged.

In a ninth aspect based on the eighth aspect , in the period other than the period in which the process for charging the battery is performed by causing the regenerative control means to generate power in the rotating machine, the heat accumulator and the second battery Determining means for determining whether or not at least one energy storage amount is insufficient, and the first battery in order to compensate for the shortage of the energy storage amount when the determination means determines that the energy storage amount is insufficient. The apparatus further comprises means for forcibly performing at least one of a process of charging the second battery and a process of driving the compressor by supplying power through the power converter.

  According to the said invention, the situation where the energy storage amount of a heat storage device or a 2nd battery is insufficient insufficiently can be avoided suitably.

According to a tenth aspect of the present invention, in any one of the first to ninth aspects of the present invention, the apparatus further comprises air conditioning control means for performing air conditioning control using heat stored in the heat accumulator.

  In the said invention, the frequency by which a compressor is driven for air-conditioning control after that can be reduced by performing air-conditioning control using the heat | fever stored in the heat storage device. Thereby, the fall of the amount of electrical storage of a battery can be suppressed, and by extension, it can suppress suitably that the cruising distance of a vehicle becomes short.

1 is a system configuration diagram according to a first embodiment. FIG. The flowchart which shows the procedure of the regeneration control process concerning the embodiment. The figure which shows the outline | summary of the regeneration control process concerning the embodiment. The figure which shows the outline | summary of the regeneration control process concerning the embodiment. The system block diagram concerning 2nd Embodiment. The flowchart which shows the procedure of the regeneration control process concerning the embodiment. The system block diagram concerning 3rd Embodiment. The flowchart which shows the procedure of the regeneration control process concerning the embodiment. The system block diagram concerning other embodiment.

(First embodiment)
Hereinafter, a first embodiment in which a control device according to the present invention is applied to an electric vehicle having only a rotating machine as an in-vehicle main machine will be described with reference to the drawings.

  FIG. 1 shows a system configuration diagram according to the present embodiment.

  As shown in the figure, the electric vehicle includes a motor generator 10 that is a generator / motor, a brake device 12, an air conditioning system (air conditioner system 14), a power transmission mechanism 16, a generator (alternator 18), and the like. Yes. Specifically, the motor generator 10 is mechanically coupled to the drive shaft 20 and can transmit power to the drive wheels 24 via the drive shaft 20 and the speed reduction mechanism 22. It will be.

  The brake device 12 is for applying a braking torque to the drive wheels 24, and includes an electric brake actuator 12a and the like. Specifically, the brake device 12 applies braking torque to the drive wheels 24 by applying torque to the drive shaft 20 in a direction that prevents rotation of the drive shaft 20. Here, the braking torque applied to the drive wheel 24 is the hydraulic pressure (brake hydraulic pressure) of the brake hydraulic system when the user depresses the brake pedal 26 (the brake operation amount) or the brake actuator 12a is driven. It grows with increasing. In the present embodiment, the brake device 12 is assumed to increase and maintain the brake hydraulic pressure by energizing the brake actuator 12a, and to decrease the brake hydraulic pressure by stopping energization. The brake hydraulic system is provided with a hydraulic pressure sensor 28 that detects brake hydraulic pressure (for example, master cylinder pressure).

  The air conditioner system 14 includes a compressor 30, a heat exchanger 32, a heat accumulator 34, and the like that suck and discharge the refrigerant in order to circulate the refrigerant in the refrigeration cycle. Specifically, the compressor 30 is a variable displacement type capable of continuously and variably setting the refrigerant discharge capacity by energization operation of an electromagnetic drive type control valve (not shown) provided in the compressor 30. The compressor 30 has a larger driving torque (compressor torque) as the refrigerant discharge capacity increases. In addition, as the power consumption of the compressor 30 increases, the amount of heat generation for air conditioning increases. In this embodiment, the compressor 30 is assumed to be a clutchless type in which power is directly transmitted from the power transmission mechanism 16 to the compressor 30. Further, in the following description, it is assumed that the compressor 30 is driven when the discharge capacity is larger than 0 during the rotation of the compressor 30, and the rotation of the compressor 30 is stopped (the rotation speed becomes 0). It is assumed that the driving of the compressor 30 is stopped when the discharge capacity becomes zero.

  The heat exchanger 32 is a member that exchanges heat between the refrigerant discharged from the compressor 30 and air, and has a function of cooling or heating the air supplied to the vehicle interior for cooling or heating. Specifically, when a four-way valve (not shown) provided in the refrigerant circulation path of the air conditioner system 14 is energized, a cooling operation or a heat pump operation is performed to cool or heat the air.

  The heat accumulator 34 is a member that stores the heat of the refrigerant with a heat accumulating agent (for example, antifreeze that is water added with paraffin or an antifreezing additive) enclosed therein. The heat accumulator 34 stores an excess amount of heat for cooling or heating generated in the refrigeration cycle while the compressor 30 is driven, and uses the stored heat for cooling or heating during the stop period of the compressor 30. It is a configuration.

  Specifically, the heat of the refrigerant is stored in the heat accumulator 34 by heat exchange between the refrigerant supplied to the heat exchanger 32 and the heat storage agent by driving the compressor 30. Then, under the situation where the compressor 30 is stopped, the air blown from a fan (not shown) and the heat storage agent exchange heat, whereby the blown air is cooled or heated, and the cooled or heated air is blown out. To be sent to the passenger compartment. Thereby, it becomes possible to cool or heat the passenger compartment while the compressor 30 is stopped. The heat accumulator 34 is provided with a temperature sensor 36 that detects the temperature of the heat accumulator 34 (the temperature of the heat storage agent).

  The power transmission mechanism 16 (also referred to as a power split mechanism) enables power transmission between the motor generator 10, the alternator 18 and the compressor 30. Specifically, the power transmission mechanism 16 includes a sun gear S, a ring gear R, a plurality of pinion gears P (four illustrated in the figure) that enable power transmission between the sun gear S and the ring gear R, and a carrier C. Is a planetary gear mechanism configured to include: Here, the rotating shaft of the compressor 30 is mechanically connected to the carrier C, and the drive shaft 20 (motor generator 10) is mechanically connected to the ring gear R. In addition, the rotating shaft of the alternator 18 is mechanically connected to the sun gear S.

  In particular, in this embodiment, the rotating shaft of the compressor 30 and the carrier C rotate at the same rotational speed (angular speed), the rotating shaft of the alternator 18 and the sun gear S rotate at the same angular speed, and further, the motor generator 10 and the ring gear. R rotates at the same angular velocity. Further, the angular speeds of the motor generator 10 (ring gear angular speed), the compressor 30 (speed of the carrier angular speed), and the alternator 18 (speed of the sun gear) are arranged in a straight line on the alignment chart.

  On the power transmission path between the compressor 30 and the carrier C, an electronically controlled brake mechanism 38 for stopping the rotation of the compressor 30 is provided. The brake mechanism 38 may be provided integrally with the compressor 30, or may be provided separately from the compressor 30.

  The alternator 18 is driven to rotate to generate electric power, and includes a regulator, a rotor coil, and the like (not shown). Specifically, the generated power of the alternator 18 is adjusted by adjusting the exciting current flowing in the rotor coil by the regulator. Specifically, the generated power increases as the drive torque (alternator torque) of the alternator 18 increases or the rotation speed of the alternator 18 increases.

  The electric power generated by the alternator 18 is supplied to an in-vehicle low voltage battery 40 (for example, a lead battery) as a second battery and various in-vehicle electric loads 42 such as lighting in the vehicle interior.

  The motor generator 10 exchanges power with an in-vehicle high voltage battery 48 (for example, a lithium ion battery) as a first battery via the inverter 44 and the system main relay 46. In the present embodiment, the high voltage battery 48 is higher in voltage (terminal voltage) than the low voltage battery 40. Further, the high voltage battery 48 has a higher energy density and a higher storage amount than the low voltage battery 40.

  An electronic control device (hereinafter referred to as ECU 50) that operates on the motor generator 10 or the like is driven by using the low-voltage battery 40 as a power supply source, and is configured mainly by a microcomputer including a known CPU, ROM, RAM, and the like. The ECU 50 includes a brake sensor 52 that detects the depressing force (braking force) of the user's brake pedal 26, a rotational speed sensor 54 that detects the rotational speed of the drive shaft 20 (ring gear R), and the state (voltage) of the high-voltage battery 48. , A high voltage battery sensor 56 for detecting the input / output current, temperature, etc., a low voltage battery sensor 58 for detecting the state (voltage, input / output current, temperature, etc.) of the low voltage battery 40, and an operation by the user to indicate driving of the compressor 30. Detection signals from the A / C switch 59 and the hydraulic sensor 28 are sequentially input. Based on these input signals, the ECU 50 performs drive control processing of the motor generator 10 by energization operation of the inverter 44, air conditioning control processing by energization operation of the compressor 30 and the like.

  In particular, the ECU 50 performs main engine regeneration control processing. This process is performed by using the high-voltage battery 48 by using the kinetic energy of the vehicle as the generated energy of the motor generator 10 instead of converting the kinetic energy of the vehicle into heat energy when the vehicle is braked by the user. It is for charging. As a result, the amount of stored power (SOC) of high voltage battery 48 serving as the power supply source of motor generator 10 can be increased, and a reduction in the cruising range of the vehicle can be suppressed. Whether or not the brake operation is performed may be determined based on whether or not the brake pedal force based on the output value of the brake sensor 52 is greater than 0, for example. Moreover, as a situation where the main engine regeneration control process is performed, not only a situation where the vehicle decelerates due to the brake operation but also a situation where the vehicle runs downhill while maintaining a predetermined traveling speed by the brake operation, for example.

  By the way, the high voltage battery 48 is usually set with an upper limit value (high voltage side input upper limit value) of electric power that can be accepted during charging. The high voltage side input upper limit value is set for the purpose of ensuring the reliability of the high voltage battery 48 and the like. In other words, the high-voltage battery is generated due to excessively large power generated by the motor generator 10 due to the main engine regeneration control process or power being supplied to the high-voltage battery 48 in a situation where the SOC of the high-voltage battery 48 is sufficient. There is a risk that the reliability of the high voltage battery 48 may be reduced, for example, the 48 may generate heat or deteriorate. For this reason, the fall of the reliability of the high voltage battery 48 is avoided by setting the high voltage side input upper limit value. The high voltage side input upper limit value is set in consideration of the output density of the high voltage battery 48. Specifically, when the output density is small, the high voltage side input upper limit value tends to be set small.

  Here, when the electric power that can be generated by the motor generator 10 by the main engine regenerative control process exceeds the high voltage side input upper limit value, the power exceeding the upper limit value cannot be generated, and the kinetic energy of the vehicle is reduced by the main engine regenerative control process. There is a risk that it cannot be used effectively.

  As a solution to such a problem, for example, increasing the capacity of the high voltage battery 48 may be considered. However, in this case, there is a concern that the weight and cost of the vehicle increase.

  Therefore, in the present embodiment, in addition to the main engine regenerative control process, the vehicle's kinetic energy is converted into the driving energy of the compressor 30 and the generated energy of the alternator 18 in a situation where it is determined that the brake operation is performed. Effective use of the kinetic energy of the vehicle is achieved by performing an auxiliary machine regeneration control process that is a process of storing heat or charging the low-voltage battery 40.

  FIG. 2 shows a procedure of auxiliary machine regeneration control processing and main machine regeneration control processing according to the present embodiment. This process is repeatedly executed by the ECU 50 at a predetermined cycle, for example. In the following description, the sign of the ring gear angular velocity defines that the side on which the vehicle travels is positive. Further, the sign of the ring gear torque, which is the torque acting on the ring gear R, is positive when the power is input to the ring gear R from the outside of the power transmission mechanism 16 (drive shaft 20). Defined in The sign of the carrier torque that is the torque acting on the carrier C is defined so that the sign of the power when the power is output from the carrier C to the outside of the power transmission mechanism 16 (compressor 30) is positive. Further, the sign of the sun gear torque, which is the torque acting on the sun gear S, is defined so that the sign of the power when the power is output from the sun gear S to the outside of the power transmission mechanism 16 (alternator 18) is positive.

  In this series of processing, first, in step S10, the high-voltage side input upper limit value Pimax is calculated based on the state of the high-voltage battery 48 (voltage VH, input / output current IH, temperature TH) calculated from the output value of the high-voltage battery sensor 56. To do. The reason why the state of the high voltage battery 48 is used for setting the high voltage side input upper limit value Pimax is that the high voltage side input upper limit value Pimax affects the above state. Further, hereinafter, the side charged to the high voltage battery 48 is defined as positive with respect to the sign of the high voltage side input upper limit value Pimax.

  In the subsequent step S12, the actual storage amount (low voltage actual SOC) of the low voltage battery 40 is calculated based on the state (voltage VL, input / output current, temperature, etc.) of the low voltage battery 40 calculated from the output value of the low voltage battery sensor 58. To do. Further, based on the temperature Tac of the heat accumulator 34 calculated from the output value of the temperature sensor 36, the actual heat amount (actual heat storage amount) stored in the heat accumulator 34 is calculated.

  In the subsequent step S14, the heat recovery maximum power Phmax and the low pressure recovery maximum power Pblmax are set. Here, the maximum heat recovery power Phmax is an upper limit value of the power of the ring gear R that can be distributed to the compressor 30 via the carrier C when heat is stored in the heat accumulator 34 by driving the compressor 30. The low-pressure recovery maximum power Pblmax is an upper limit value of the power of the ring gear R that can be distributed to the alternator 18 via the sun gear S when the low-voltage battery 40 is charged by the power generation of the alternator 18. Here, the power of the ring gear R is a multiplication value of the ring gear angular velocity ωr and the ring gear torque.

  Here, the upper limit value of the power of the ring gear R that can be distributed to the compressor 30 is determined according to the specifications of the compressor 30 and the like. Further, the upper limit value of the power of the ring gear R that can be distributed to the alternator 18 is a value set from the viewpoint of ensuring the reliability of the low voltage battery 40 according to the voltage, temperature, etc. of the low voltage battery 40 (low voltage side input upper limit value). ). However, in the present embodiment, because of the restriction when distributing the power of the ring gear R to the carrier C and the sun gear S, both the heat recovery maximum power Phmax and the low pressure recovery maximum power Pblmax are used as the power of the ring gear R that can be distributed. It is not always possible to set the upper limit of. In view of this, basically, either one is preferentially set to the upper limit value of the power of the ring gear R that can be distributed.

  Specifically, the energy storage amount of the heat storage device 34 is defined as the ratio of the actual heat storage amount to the upper limit value of the heat storage amount of the heat storage device 34, and the energy storage amount of the low-voltage battery 40 is set to a low pressure with respect to the SOC upper limit value. It is defined as the ratio of actual SOC, and the heat recovery maximum power Phmax and the low pressure recovery maximum are set so that the energy storage amount of the heat accumulator 34 and the low voltage battery 40 is the upper limit value of the distributable ring gear R power. The power Pblmax is set. Since this can be performed by adjusting the carrier angular velocity and the sun gear angular velocity, the target values of these angular velocities are set in the process of step S14. This will be described below.

First, the power output from the carrier C to the compressor 30 (the power Pc of the carrier C) and the power output from the sun gear S to the alternator 18 (the power Ps of the sun gear S) are the carrier torque Tc and the sun gear torque Ts. When the carrier angular velocity is ωc and the sun gear angular velocity is ωs, they are expressed by the following equations (1) and (2), respectively.
Pc = Tc × ωc (1)
Ps = Ts × ωs (2)
The added value of the power Pc of the carrier C and the power Ps of the sun gear S is equal to the power Pr of the ring gear R as represented by the following expression (3).
Pr = Pc + Ps (3)
Here, if α is (the number of teeth of the ring gear R) / (the number of teeth of the sun gear S), the ratio of the carrier torque Tc and the sun gear torque Ts to the ring gear torque Tr is expressed by the following equation (4). , The ring gear angular velocity ωr, the carrier angular velocity ωc, and the sun gear angular velocity ωs are constant.
Tr: Tc: Ts = 1: (1 + α) / α: (− 1 / α) (4)
When the above equation (4) is expressed for each of the carrier torque Tc and the sun gear torque Ts, the following equations (5) and (6) are derived.
Tc = (1 + α) / α × Tr (5)
Ts = (− 1 / α) × Tr (6)
Here, if each of the above equations (5) and (6) is substituted for each of the above equations (1) and (2), the power Pc of the carrier C and the power Ps of the sun gear S are respectively expressed by the following equations (7), It is represented by (8).
Pc = (1 + α) / α × Tr × ωc (7)
Ps = (− 1 / α) × Tr × ωs (8)
From the above equations (7) and (8), the power Pc of the carrier C increases as the carrier angular velocity ωc increases. Further, the power Pc of the sun gear S increases as the sun gear angular velocity ωs is negative and its absolute value increases. Therefore, the distribution ratio of the power Pr of the ring gear R to the compressor 30 and the alternator 18 can be adjusted by adjusting the carrier angular velocity ωc and the sun gear angular velocity ωs.

Here, each of the carrier angular velocity ωc and the sun gear angular velocity ωs is required to satisfy the relationship represented by the following expression (9).
ωr = {(1 + α) / α} × ωc− (1 / α) × ωs (9)
That is, the ring gear angular velocity ωr calculated from the output value of the rotational speed sensor 54 is used as an input to satisfy the above equation (9) and to distribute the power distributed to at least one of the compressor 30 and the alternator 18 as described above. The target values of the carrier angular velocity ωc and the sun gear angular velocity ωs are calculated so as to be the upper limit value of the R power.

Here, conversion efficiency εh, εe (0 <εh < 1,0 <εe <1) and the above formulas (7) and (8), the generated heat quantity Qmax per unit time corresponding to the maximum heat recovery power Phmax by driving the compressor 30 and the low pressure by the power generation of the alternator 18 Electric power Blmax corresponding to the maximum recovered power Pblmax is expressed by the following equations (10) and (11), respectively.
Qmax = εh × Phmax (10)
Blmax = εe × Pblmax (11)
FIG. 3 shows an example of how the target values of the sun gear angular velocity ωs and the carrier angular velocity ωc for setting the power Pr of the ring gear R to the alternator 18 and the compressor 30 are set.

  When the energy storage amount of the low-voltage battery 40 is smaller than the energy storage amount of the heat accumulator 34, as shown by the solid lines in the figure, the target values of the carrier angular velocity and the sun gear angular velocity are set to ωc1 and ωs1, respectively. The power Pr of the ring gear R is preferentially distributed to the alternator 18 among the alternators 18. On the other hand, when the energy storage amount of the heat accumulator 34 is smaller than the energy storage amount of the low-voltage battery 40, the target values of the carrier angular velocity and the sun gear angular velocity are set to ωc2 and ωs2 as shown by the one-dot chain line in the figure. The power Pr of the ring gear R is preferentially distributed to the compressor 30 among the compressor 30 and the alternator 18.

  Returning to the description of FIG. 2, in the subsequent step S <b> 16, the required value of the power Pc of the carrier C (required heat storage power Phrq) when heat is stored in the heat accumulator 34 by driving the compressor 30, and An initialization process is performed to set the required value (required low pressure power Pblrq) of the power Ps of the sun gear S at the time of charging to “0”.

  In a succeeding step S18, it is determined whether or not at least one of the heat accumulator 34 and the low-voltage battery 40 is currently short of energy storage amount. This process is for determining whether or not the situation is such that the air conditioning control or the like cannot be performed properly due to the lack of the energy storage amount.

  Here, a method for determining whether or not the energy storage amount of the heat accumulator 34 is insufficient will be described. For example, the energy storage amount required for setting the temperature in the passenger compartment to the target temperature is stored in the heat accumulator 34. Judgment may be made based on whether or not there is. Further, a method for determining whether or not the energy storage amount of the low voltage battery 40 is insufficient will be described. For example, whether or not the voltage is less than a voltage that can ensure the reliability of the operation of various in-vehicle devices such as the ECU 50 and the electric load 42. Judgment can be made.

  When an affirmative determination is made in step S18, the process proceeds to step S20, and the required heat storage power Phrq and the required low pressure power Pblrq for compensating for the shortage of the energy storage amount of the heat accumulator 34 and the low voltage battery 40 are calculated. Here, for example, the required heat storage power Phrq is increased as the value obtained by subtracting the actual energy storage amount from the energy storage amount of the heat storage device 34 required to set the temperature in the passenger compartment as the target temperature is increased. Further, the required low-voltage power Pblrq is increased as the value obtained by subtracting the actual energy storage amount from the energy storage amount of the low-voltage battery 40 that can ensure the reliability of the operation of various on-vehicle devices is increased, for example.

  In the present embodiment, the required heat storage power Phrq and the required low pressure power Pblrq are calculated so that the power of the ring gear R is preferentially distributed among the heat accumulator 34 and the low voltage battery 40 with the smaller energy storage amount. Here, as the distribution method according to the energy storage amount, a method similar to the method described in step S14 may be employed. When it is determined that the A / C switch 59 is turned off, the required heat storage power Phrq is set to “0”.

  In the subsequent step S22, a process of calculating the smaller one of the required heat storage power Phrq and the maximum heat recovery power Phmax as the required heat storage power command value Phout is performed. Further, a process of calculating a smaller one of the required low pressure power Pblrq and the low pressure recovery maximum power Pblmax as the required low pressure power command value Pblout is performed. However, depending on the processing in this step, either the required heat storage power Phrq or the required low pressure power Pblrq may be restricted by the heat recovery maximum power Phmax or the low pressure recovery maximum power Pblmax. In this case, the unrestricted one of the maximum heat recovery power Phmax and the low pressure recovery maximum power Pblmax is calculated again so as to be a realizable power under the above-described restrictions.

  When a negative determination is made in step S18 or when the process of step S22 is completed, the process proceeds to step S24 to determine whether or not a brake operation has been performed. This process is for determining whether or not the main machine regeneration control process and the auxiliary machine regeneration control process are being performed.

  If it is determined in step S24 that the brake operation is being performed, it is determined that the main engine regeneration control process and the auxiliary machine regeneration control process are being performed. In step S26, the drive shaft 20 (ring gear) is determined based on the brake pedal effort. R) A braking torque (required braking torque) to be output is calculated. Here, the required braking torque is a braking torque that reflects the user's intention to decelerate, and is set larger as the brake depression force is larger. Specifically, the required braking torque may be calculated using a map in which the brake pedal force is associated with the required braking torque.

  In the subsequent step S28, the required braking torque is converted into the required braking power Pbkall. The required braking power Pbkall is power for vehicle braking reflecting the user's intention to decelerate. Here, the required braking power Pbkall may be calculated as a value obtained by multiplying the value obtained by dividing the ring gear angular velocity ωr by the reduction ratio of the speed reduction mechanism 22 by the required torque. In addition, regarding the sign of the required braking power Pbkall, the side on which the vehicle is braked is defined as positive.

  In the subsequent step S30, the maximum heat recovery power Phmax is set as the required heat storage power command value Phout, and the low pressure recovery maximum power Pblmax is set as the required low pressure power command value Pblout.

  If it is determined in step S24 that the brake operation is not performed, or if the process of step S30 is completed, the process proceeds to step S32, and main engine regenerative brake required power Pbkmg is calculated. The main engine regenerative brake required power Pbkmg is the braking power applied from the motor generator 10 to the drive wheels 24 by the main engine regenerative control process. In the present embodiment, with respect to the sign of the main engine regenerative brake required power Pbkmg, the side on which the vehicle is braked is defined as positive. In addition, when the minimum value of the main engine regenerative brake required power Pbkmg is “0” and this required power is “0”, the main engine regenerative control process is not performed.

  Here, the calculation method of the main engine regenerative brake required power Pbkmg will be described. First, from the required braking power Pbkall, an added value of the required heat storage power command value Phout, the required low pressure power command value Pblout, and the specified braking power Pbkbs is calculated. Calculate the subtracted value. Here, the prescribed braking power Pkbs means braking power applied by the brake device 12 secured from the viewpoint of fault tolerance, vehicle attitude control, and the like. Then, the smaller one of the subtracted value and the high pressure side input upper limit value Pimax is calculated as the main engine regenerative brake required power Pbkmg. In addition, about the code | symbol of prescription | regulation braking power Pbkbs, the side which brakes a vehicle is defined as positive.

  In a subsequent step S34, a friction brake required power Pbkf that is a braking power applied to the drive wheels 24 by the brake device 12 is calculated. Specifically, the friction brake required power Pbkf is calculated as a value obtained by subtracting an addition value of the main engine regenerative brake required power Pbkmg, the required heat storage power command value Phout and the required low pressure power command value Pblout from the required brake power Pbkall. According to the definitions of the above-described signs of the required braking power Pbkall, the main engine regenerative braking required power Pbkmg, the required heat storage power command value Phout and the required low pressure power command value Pblout, the sign of the friction brake required power Pbkf The braking side is positive.

  In the subsequent step S36, main engine regenerative control processing by the motor generator 10, brake actuator 12a based on the main engine regenerative brake required power Pbkmg, the friction brake required power Pbkf, the required heat storage power command value Phout and the required low pressure power command value Pblout, respectively. The brake control process by, the drive control process of the compressor 30 and the power generation control process of the alternator 18 are respectively performed, and this series of processes is temporarily terminated.

  The drive control process for the compressor 30 controls the compressor torque so as to control the actual carrier angular velocity ωc to the target value of the carrier angular velocity ωc corresponding to the command value Phout of the required heat storage power. Specifically, first, the target value of the compressor torque is calculated as a value obtained by dividing the command value Phout of the required heat storage power by the carrier angular velocity ωc. Then, the energization operation of the compressor 30 is performed by a map calculation associated with the target value of the compressor torque and the energization operation amount of the compressor 30 (duty ratio which is a ratio of the energization period to the specified period). That is, the actual carrier angular velocity ωc is feedforward controlled to the target value.

  The power generation control process of the alternator 18 is similar to the drive control process of the compressor 30 described above, in order to control the actual sun gear angular speed ωs to the target value of the sun gear angular speed ωs corresponding to the command value Pblout of the required low pressure power. Will be controlled. Specifically, first, the target value of the alternator torque is calculated as a value obtained by dividing the command value Pblout of the required low pressure power by the sun gear angular velocity ωs. Then, the energization operation of the alternator 18 is performed by a map calculation associated with the target value of the alternator torque and the energization operation amount of the alternator 18. That is, the actual sun gear angular velocity ωs is feedforward controlled to the target value.

  FIG. 4 shows an example of auxiliary machine regeneration control processing according to this embodiment. Specifically, FIG. 4A shows an example when the A / C switch 59 is turned on, and FIG. 4B shows an example when this switch is turned off.

  When the A / C switch 59 is turned on, as shown in FIG. 4A, the ring gear torque Tr corresponding to the sun gear torque Ts accompanying power generation of the alternator 18 and the carrier torque Tc accompanying driving of the compressor 30 is obtained. Occur. In addition to this torque, a braking torque Tbkmg corresponding to the main engine regenerative braking required power Pbkmg and a braking torque Tbkf corresponding to the friction brake required power Pbkf act on the drive wheels 24.

  On the other hand, when the A / C switch 59 is turned off, as shown in FIG. 4B, the carrier angular velocity ωc is gradually decreased to 0 and then the carrier C is fixed by the brake mechanism 38. Thereby, only the power generation control processing of the alternator 18 can be performed while the driving of the compressor 30 is smoothly stopped. When power generation by the alternator 18 is unnecessary, the alternator 18 is idled by preventing the exciting current from flowing through the alternator 18.

  Incidentally, when the sign of the carrier angular velocity ωc is negative, the driving of the compressor 30 is prohibited. This is to prevent the reliability of the compressor 30 and the like from being lowered due to the refrigerant discharge / intake direction of the compressor 30 being opposite to the predetermined direction.

  Further, the torque absorbed by the alternator 18 is decreased before the sign of the sun gear angular velocity ωs is positively reversed. In view of the fact that the above equation (9) is required to satisfy the sun gear angular velocity ωs, the carrier angular velocity ωc, and the ring gear angular velocity ωr, in order to brake the vehicle when the sign of the sun gear angular velocity ωs is positive, This is to avoid this because the alternator 18 is required to be powered.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) Under the situation where the main engine regenerative control process is performed, the kinetic energy of the vehicle is converted into the driving energy of the compressor 30 and the generated energy of the alternator 18 to store the heat in the heat accumulator 34 or to charge the low-voltage battery 40. Auxiliary machine regeneration control process was performed. Thereby, the kinetic energy of the vehicle can be used effectively.

  (2) The air-conditioning control of the passenger compartment was performed using the heat stored in the heat accumulator 34. The energy density of the high voltage battery 48 serving as a power supply source of the motor generator 10 is lower than the energy density of fuel (gasoline etc.) of a vehicle equipped with an engine as an in-vehicle main machine, for example. Electricity consumption has a great influence on the cruising range of a vehicle. Moreover, in an electric vehicle, since an engine is not provided as a vehicle-mounted main machine, it is important to secure a heat source for heating. For this reason, this embodiment which performs the air-conditioning control of the said aspect has a big merit which performs an auxiliary machine regeneration control process.

  (3) When it is determined that the energy storage amount of at least one of the heat storage device 34 and the low voltage battery 40 is currently insufficient, the required heat storage power Phrq and the required low pressure power Pblrq for compensating for the shortage of the energy storage amount Was calculated. For this reason, the compressor 30 can be forcibly driven or the alternator 18 can generate power during normal travel, which is a period during which the main engine regeneration control process is not performed, and one of the heat accumulator 34 and the low-voltage battery 40 can be driven. Occurrence of a situation in which the energy storage amount becomes excessively small can be avoided. Thereby, it is possible to suitably avoid the occurrence of a situation where air conditioning control or the like cannot be performed appropriately.

  (4) A braking torque is applied to the drive wheel 24 by the brake actuator 12a based on the friction brake required power Pbkf. Thereby, it is possible to store heat in the heat accumulator 34 or charge the low-voltage battery 40 by the auxiliary machine regenerative control process while applying the braking torque intended by the user to the drive wheels.

  (5) When stopping the driving of the compressor 30, the carrier angular velocity ωc is gradually decreased to 0 by adjusting the alternator torque, and then the carrier C is fixed by the brake mechanism 38. For this reason, compared with the case where the electromagnetic clutch which transmits or interrupts | blocks the motive power between the compressor 30 and the carrier C is provided, for example, generation | occurrence | production of the shock accompanying stopping the compressor 30 can be avoided. As a result, it is possible to suitably avoid a decrease in drivability.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 5 shows a system configuration diagram according to the present embodiment. In FIG. 5, members that are the same as or correspond to the members shown in FIG.

  As illustrated, in the present embodiment, the compressor 30 is assumed to be an electric type driven by a motor 30a included therein.

  Electric power is supplied to the motor 30 a, the electric load 42 and the low voltage battery 40 from the high voltage battery 48 and the motor generator 10 via the DCDC converter 60. The DC-DC converter 60 steps down the output voltage of the high voltage battery 48 or the motor generator 10 to a predetermined voltage and outputs it.

  When the ECU 50 determines that the energy storage amount of at least one of the heat accumulator 34 and the low voltage battery 40 is currently insufficient, the ECU 50 passes the DCDC converter 60 from the high voltage battery 48 to compensate for the shortage of the energy storage amount. A process of forcibly charging the low-voltage battery 40 or driving the compressor 30 by supplying electric power is performed. As a result, it is possible to avoid the occurrence of a situation in which the energy storage amount of any one of the heat accumulator 34 and the low-voltage battery 40 is excessively reduced.

  Next, auxiliary machine regeneration control processing according to the present embodiment will be described.

  In the present embodiment, the compressor 30 is driven by causing the motor generator 10 to generate electric power that exceeds the high-voltage-side input upper limit value Pimax by the main engine regeneration control process, and supplying the electric power exceeding the above to the motor 30a via the DCDC converter 60. Or supply the low voltage battery 40 via the DCDC converter 60 for charging.

  FIG. 6 shows a procedure of auxiliary machine regeneration control processing and main engine regeneration control processing according to the present embodiment. This process is repeatedly executed by the ECU 50 at a predetermined cycle, for example. In FIG. 6, the same steps as those shown in FIG. 2 are given the same step numbers for the sake of convenience.

  In this series of processes, in step S14, the heat recovery maximum power Phmax and the low pressure recovery maximum power Pblmax are calculated. In the present embodiment, when the heat recovery maximum power Phmax is stored in the heat accumulator 34 by driving the compressor 30, the upper limit of the power of the motor generator 10 required for generating electric power supplied to the motor 30 a via the DCDC converter 60. Value. Specifically, for example, the maximum heat recovery power Phmax may be increased as the energy of the heat accumulator 34 is decreased. Further, the low pressure recovery maximum power Pblmax is set as the upper limit value of the power of the motor generator 10 required for generating the power supplied to the low voltage battery 40 via the DCDC converter 60. Specifically, for example, the low-pressure recovery maximum power Pblmax may be increased as the energy storage amount of the low-voltage battery 40 decreases, for example, on the condition that the upper limit value is set to the low-voltage side input upper limit value. Note that the heat recovery maximum power Phmax and the low pressure recovery maximum power Pblmax are limited according to the power that can be generated by the motor generator 10 based on the rotational speed ωr of the drive shaft 20, for example.

  Thereafter, when a negative determination is made at step S24 or when the process at step S30 is completed, the main engine regenerative brake required power Pbkmg is calculated at step S32a. In the present embodiment, the smaller one of the value obtained by subtracting the specified braking power Pbkbs from the required braking power Pbkall and the high pressure side input upper limit value Pimax, the required heat storage power command value Phout, and the required low pressure power command value Pblout. As the added value, the main engine regenerative brake required power Pbkmg is calculated. That is, the electric power exceeding the high voltage side input upper limit value Pimax is generated by the motor generator 10.

  In subsequent step S34a, the friction brake required power Pbkf is calculated as a value obtained by subtracting the main engine regenerative brake required power Pbkmg from the required brake power Pbkall.

  In the subsequent step S36, main engine regenerative control processing by the motor generator 10, brake actuator 12a based on the main engine regenerative brake required power Pbkmg, the friction brake required power Pbkf, the required heat storage power command value Phout and the required low pressure power command value Pblout, respectively. The brake control process by the control and the drive control process of the compressor 30 are respectively performed.

  In addition, when the process of step S36 is completed, this series of processes is once complete | finished.

  As described above, in the present embodiment, in a situation where the brake operation is performed, the motor generator 10 generates electric power that exceeds the high voltage side input upper limit value Pimax, and the compressor 30 is driven by the electric power that exceeds this. The heat accumulator 34 stores heat or the low-voltage battery 40 is charged.

(Third embodiment)
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 7 shows a system configuration diagram according to the present embodiment. In FIG. 7, the same or corresponding members as those shown in FIG. 1 are denoted by the same reference numerals for the sake of convenience.

  As shown in the figure, a transmission mechanism 62 for transmitting power to the compressor 30 is provided between the motor generator 10 and the speed reduction mechanism 22. Between the transmission mechanism 62 and the compressor 30, there is provided an electromagnetic clutch 30b that is energized to transmit or block power between the compressor 30 and the transmission mechanism 62. Specifically, in the present embodiment, the power between the compressor 30 and the transmission mechanism 62 is transmitted by energization, and the power between the compressor 30 and the transmission mechanism 62 is interrupted by stopping the energization. The electromagnetic clutch 30b is for avoiding the loss of power that causes the compressor 30 to idle when it is desired to stop the driving of the compressor 30.

  The electric load 42 and the low voltage battery 40 are supplied with electric power from the high voltage battery 48 and the motor generator 10 via the DCDC converter 60.

  Next, auxiliary machine regeneration control processing according to the present embodiment will be described.

  In the present embodiment, under the situation where it is determined that the brake operation is performed, the electromagnetic clutch 30b is energized, and the process of converting the kinetic energy of the vehicle into the driving energy of the compressor 30 and storing the heat in the heat accumulator 34 is performed.

  In the present embodiment, the main generator regeneration control process causes the motor generator 10 to generate electric power that exceeds the high-voltage side input upper limit value Pimax, and the charging process of the low-voltage battery 40 via the DCDC converter 60 is also performed with the excess electric power.

  FIG. 8 shows a procedure of auxiliary machine regeneration control processing and main engine regeneration control processing according to the present embodiment. This process is repeatedly executed by the ECU 50 at a predetermined cycle, for example. In FIG. 8, the same steps as those shown in FIG. 2 are given the same step numbers for the sake of convenience.

  In this series of processes, in step S14, the heat recovery maximum power Phmax and the low pressure recovery maximum power Pblmax are calculated. In the present embodiment, the maximum heat recovery power Phmax is set as the upper limit value of the power required to drive the compressor 30 when storing heat in the heat accumulator 34 by driving the compressor 30. Further, the low-pressure recovery maximum power Pblmax is set as the upper limit value of the power of the motor generator 10 required for generating the electric power supplied to the low-voltage battery 40 via the DCDC converter 60, as in the second embodiment.

  Thereafter, if a negative determination is made in step S24, or if the process of step S30 is completed, the main engine regenerative brake required power Pbkmg is calculated in step S32b. In the present embodiment, the main engine regenerative brake is used as an addition value of the smaller one of the value obtained by subtracting the specified braking power Pbkbs from the required braking power Pbkall and the high pressure side input upper limit value Pimax and the command value Pblout of the required low pressure power. The required power Pbkmg is calculated.

  In the subsequent step S34b, the friction brake required power Pbkf is calculated as a value obtained by subtracting the addition value of the main engine regenerative brake required power Pbkmg and the required heat storage power command value Phout from the required brake power Pbkall.

  In step S36, the main engine regeneration control process by the motor generator 10 and the brake control process by the brake actuator 12a are performed, and the drive control process of the compressor 30 is performed based on the command value Phout of the required heat storage power. Specifically, the drive control process is performed so that the compressor torque increases as the command value Phout of the required heat storage power increases.

  In addition, when the process of step S36 is completed, this series of processes is once complete | finished.

  As described above, in the present embodiment, the heat accumulator 34 stores heat by energizing the electromagnetic clutch 30b and driving the compressor 30 under a situation where the brake operation is performed.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  In the first embodiment, as shown in FIG. 9, a DCDC converter 60 that exchanges power with the high voltage battery 48 and the inverter 44 may be provided. In this case, the low voltage battery 40 can be charged via the DCDC converter 60 using the motor generator 10 that generates power by the main engine regeneration control process or the high voltage battery 48 as a power supply source. For this reason, for example, even when the capacity of the low voltage battery 40 is extremely small, it is possible to avoid a situation in which the SOC of the low voltage battery 40 becomes excessively low.

  In the first embodiment, the power Pr of the ring gear R is preferentially distributed to the compressor 30 and the alternator 18 by the auxiliary machine regenerative control process, and then the main engine regenerative control process is performed based on the power Pr of the remaining ring gear R. The main engine regenerative brake required power Pbkmg for charging the high voltage battery 48 is calculated, but the present invention is not limited to this. For example, after preferentially distributing the power Pr of the ring gear R to the main engine regenerative brake required power Pbkmg for charging the high-voltage battery 48, the compressor 30 or the like is performed by the auxiliary machine regenerative control process based on the remaining power Pr of the ring gear R. The power distributed to the alternator 18 may be calculated. In this case, the main engine regenerative brake required power Pbkmg may be limited using the required brake power Pbkall as the upper limit value.

  In the above-described embodiments, the air conditioner system 14 includes the heat accumulator 34 in addition to the heat exchanger 32, but is not limited thereto. For example, what integrated the heat exchanger 32 and the heat accumulator 34 may be provided.

  The calculation method for the required braking torque is not limited to the method exemplified in the above embodiments. For example, a sensor that detects the amount of depression of the user's brake pedal (brake operation amount) may be provided, and the required braking torque may be calculated based on the brake operation amount calculated from the output value of this sensor. Specifically, for example, the required braking torque may be calculated larger as the brake operation amount is larger.

  -The use of the heat stored in the heat accumulator 34 is not limited to those exemplified in the above embodiments (air conditioning control). For example, for the purpose of extending the cruising distance of the vehicle, a series system including a generator for charging a high voltage battery 48 serving as a power supply source of the motor generator 10 and an engine serving as a power supply source of the generator. In a hybrid vehicle (so-called range extender vehicle), the heat stored in the heat accumulator 34 may be used to warm up the engine.

  The compressor 30 is not limited to a variable displacement type. For example, it may be of a fixed capacity type in which the discharge capacity is constant during driving. In this case, for example, in the first and second embodiments, the refrigerant circulation amount of the refrigeration cycle can be adjusted by adjusting the rotation speed of the compressor 30.

  In the first embodiment, the drive control of the compressor 30 (alternator 18) is a logic that feed-forward-controls the actual carrier angular velocity ωc (sun gear angular velocity ωs) to the target value, but is not limited thereto. For example, logic for feedback control of the actual carrier angular velocity ωc (sun gear angular velocity ωs) may be added to the target value, or logic for feedback control only may be used.

  The method for determining whether or not the energy storage amount of the heat accumulator 34 or the low-voltage battery 40 is insufficient is not limited to that exemplified in the first embodiment. For example, when it is determined that the actual heat storage amount is equal to or less than a predetermined specified amount, it is determined that the energy storage amount of the heat accumulator 34 is insufficient, or the low pressure actual SOC is equal to or less than a predetermined specified SOC. If it is determined, it may be determined that the energy storage amount of the low voltage battery 40 is insufficient.

  The auxiliary machine regeneration control processing method is not limited to the one exemplified in the first embodiment. For example, the motor generator 10 may be subjected to a process of adjusting the alternator torque so that the generated power per unit input energy becomes an operating point (an operating point defined by torque and rotational speed).

  In the first embodiment, in place of the alternator 18, a rotating machine (auxiliary machine rotating machine) as an in-vehicle auxiliary machine having a power generation function and a driving force generation function may be provided. In this case, an auxiliary machine rotating machine may be used as a driving power source for an auxiliary vehicle. Here, if the inertia moment of the auxiliary rotating machine used as an auxiliary is smaller than the inertia moment of the motor generator 10 that is the in-vehicle main machine, the torque control response of the auxiliary rotary machine is the torque response of the motor generator 10. It is considered to be higher than sex. In view of these points, it can be expected that the vehicle traveling intended by the user can be easily realized by using a power supply source (motor generator 10, auxiliary machine rotating machine) having different responsiveness of torque control.

  The first battery (high voltage battery 48) and the second battery (low voltage battery 40) are not limited to those exemplified in the above embodiments. For example, a first battery and a second battery in which the voltage of the first battery is lower than the voltage of the second battery or the same as the voltage of the second battery may be adopted.

  The on-vehicle auxiliary device that can adjust its own drive torque is not limited to a generator, and may be an electric motor, for example.

  DESCRIPTION OF SYMBOLS 10 ... Motor generator, 12 ... Brake device, 16 ... Power transmission mechanism, 18 ... Alternator, 20 ... Drive shaft, 30 ... Compressor, 34 ... Heat accumulator, 40 ... Low voltage battery, 48 ... High voltage battery, 50 ... ECU (electric vehicle) Embodiment of the control device), 60... DCDC converter.

Claims (6)

Applied to an electric vehicle including a rotating machine as an in-vehicle main machine driven by using a battery as an energy supply source, and converting the kinetic energy of the vehicle into the generated energy of the rotating machine in a situation where a brake operation is performed by a user In the control device for the electric vehicle including the regeneration control means for performing the process of charging the battery at
The vehicle includes an air conditioning compressor that can adjust its own driving torque, a heat accumulator that stores heat generated by driving the compressor, and a generator that can adjust its own driving torque. ,
The battery is charged by converting the kinetic energy of the vehicle into power generation energy of the rotating machine by the regenerative control means, and is charged by the power generation of the generator and the electric power of the in-vehicle electric load A second battery serving as a supply source,
In the vehicle, the kinetic energy of the vehicle is distributed to each of the compressor and the generator, and the distributed kinetic energy is converted into the driving energy of the compressor by adjusting the driving torque of the compressor. There is provided kinetic energy conversion means for charging the second battery by converting the distributed kinetic energy into the generated energy of the generator by adjusting the driving torque of the generator while storing heat in the regenerator. And
The kinetic energy conversion means is a power transmission mechanism that enables power transmission between the drive shaft connected to the drive wheels of the vehicle, the compressor, and the generator, and the drive shaft, the compressor, and Provided with a power transmission mechanism for aligning rotational speeds of the first rotating body, the second rotating body, and the third rotating body mechanically connected to each of the generators on a straight line on a collinear diagram And
The regenerative control unit is configured to increase the charging power of the first battery when the generated power of the rotating machine exceeds an upper limit value of power that can be received by the first battery under a situation where a brake operation is performed by a user. By adjusting the respective rotational speeds of the generator and the compressor on condition that the value is equal to or less than the value, heat is accumulated in the regenerator using the amount exceeding the upper limit of the generated power of the rotating machine. There line processing for charging the second battery,
The regenerative control means is configured to distribute the kinetic energy of the vehicle preferentially through the power transmission mechanism to the one of the heat accumulator and the second battery that has a smaller energy storage amount. An apparatus for controlling an electric vehicle, characterized by adjusting a rotational speed of each of the machines . Determining means for determining whether at least one of the energy storage amount is insufficient among the previous SL regenerator and the second battery,
If it is determined by the determination means that the amount is insufficient, a brake operation is not performed by a user, and the process for charging the first battery is not performed by the regeneration control means. to compensate for lack of the compressor and the generator controller of an electric vehicle according to claim 1, further comprising a forced drive means for forcibly driving at least one of. The vehicle has a brake operation member operated by a user to apply a braking force to the wheel, and a brake device that applies the braking force to the wheel by operating at least one of the brake operation member and an electric actuator. Is provided,
Braking torque calculating means for calculating a braking torque to be applied to the wheel based on an operating state of the brake operating member;
When the braking torque applied to the drive wheels by driving the compressor and the generator by the regeneration control unit is insufficient with respect to the braking torque calculated by the braking torque calculating unit, the insufficient braking torque is set. controller for the electric vehicle according to claim 1, wherein further comprising a brake control means for compensating the operation of the actuator. Applied to an electric vehicle including a rotating machine as an in-vehicle main machine driven by using a battery as an energy supply source, and converting the kinetic energy of the vehicle into the generated energy of the rotating machine in a situation where a brake operation is performed by a user In the control device for the electric vehicle including the regeneration control means for performing the process of charging the battery at
The vehicle includes a compressor for air conditioning, a heat accumulator that stores heat generated by driving the compressor, and a kinetic energy conversion unit that converts kinetic energy of the vehicle into driving energy of the compressor. And
The kinetic energy conversion means includes the rotating machine and a DCDC converter that converts electric power generated by the rotating machine into a predetermined voltage .
The battery exchanges power with the rotating machine and supplies power to the DCDC converter. The battery is charged with power supplied from the DCDC converter and serves as a power supply source for the on-vehicle auxiliary machine. Comprising a second battery,
The compressor is of a motorized driven by power supplied via the DCDC converter,
It said regeneration control means, in a situation where the brake operation is performed by the user, Rutotomoni to generate power exceeds the upper limit value of the acceptable power to the first battery to the rotary machine, the charging power of the first battery On condition that the upper limit value is not exceeded , a part of the excess power is supplied to the compressor via the DCDC converter, and the compressor is driven to store heat in the heat accumulator. the remainder via the DCDC converter is supplied to the second battery, it has rows process of charging the second battery,
When storing heat in the regenerator by the regenerative control means, the upper limit value of electric power supplied from the rotating machine to the compressor via the DCDC converter is increased as the energy storage amount of the regenerator is smaller, and the regenerative unit is When charging the second battery by the control means, the upper limit value of the electric power supplied from the rotating machine to the second battery via the DCDC converter is increased as the energy storage amount of the second battery is smaller. control device that electrostatic dynamic vehicle be characterized. Determining means for determining whether at least one of the energy storage amount is insufficient among the previous SL regenerator and the second battery,
If it is determined by the determination means that the amount is insufficient, a brake operation is not performed by a user, and the process for charging the first battery is not performed by the regeneration control means. Means for forcibly performing at least one of a process of charging the second battery and a process of driving the compressor by supplying power from the first battery via the DCDC converter to compensate for the shortage; The control apparatus of the electric vehicle of Claim 4 provided. The control apparatus for an electric vehicle according to any one of claims 1 to 5 , further comprising air conditioning control means for performing air conditioning control using heat stored in the heat accumulator.

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