JP6128089B2 - Automobile regeneration control method and regeneration control system - Google Patents

Description

  The present invention relates to an automobile regeneration control method and regeneration control system using an oil pump motor.

  The basic structure of this type of method and system will be described with reference to FIG.

  FIG. 1 is a simplified drive system for an automobile equipped with a regenerative control system ERS, and shows a state where the vehicle is running with the engine 1 as a power source. An output shaft of the engine 1 is connected to drive wheels 5 via an engine clutch 2, a transmission 3, and a differential gear 4, and the drive wheels 5 are rotationally driven by the engine 1.

  The regenerative control system ERS includes a coupling mechanism 11, a motor clutch 12, an oil pump motor 13, a high pressure accumulator 14, a low pressure reservoir 15, and the like. The rotation shaft of the oil pump motor 13 is connected to the output shaft to the drive wheels 5 via the motor clutch 12 and the connection mechanism 11. The motor clutch 12 is in a disconnected state.

  The oil pump motor 13 is connected between a high-pressure accumulator 14 and a low-pressure reservoir 15 that store oil in communication with each other. The oil pump motor 13 has both functions of an oil pump and a hydraulic motor, and can be used as either one of the devices. The high pressure accumulator 14 stores high pressure oil at a level of several hundred atmospheres, and the low pressure reservoir 15 stores low pressure oil at a level of several atmospheres to several tens of atmospheres.

  As shown in FIG. 2A, during braking such as downhill traveling, the engine clutch 2 is disengaged and the motor clutch 12 is connected, so that the power of the drive wheels 5 is input to the oil pump motor 13.

  Thereby, the oil pump motor 13 is driven as an oil pump, and the oil in the low pressure reservoir 15 is sent to the high pressure accumulator 14. As a result, the internal pressure of the high-pressure accumulator 14 increases, and higher-pressure oil is accumulated (deceleration regeneration).

  As shown in FIG. 2 (b), when the vehicle starts, the oil in the high pressure accumulator 14 flows out toward the low pressure reservoir 15 with the motor clutch 12 engaged. The oil pump motor 13 is driven as a hydraulic motor by the discharge pressure of the oil, and the power is output to the drive wheels 5 (power running assist).

  An example of such a regeneration control technique is disclosed in Patent Document 1, for example.

JP 2013-189084 A

  A relatively large amount of compressed air is stored inside the low-pressure reservoir.

  An object of the present invention is to provide an automobile with more excellent energy recovery efficiency by using compressed air stored in a low-pressure reservoir.

  The regenerative control method disclosed includes an oil pump motor that functions as one of an oil pump and a hydraulic motor, a high pressure accumulator and a low pressure reservoir that are connected via the oil pump motor and store oil and gas under pressure. This is a regeneration control method for an automobile equipped with

  In this regeneration control method, the oil pump motor functions as an oil pump, and when the oil is fed from the low pressure reservoir to the high pressure accumulator, the gas supply step of feeding the gas into the low pressure reservoir; and the oil pump A motor functions as a hydraulic motor, and when the oil of the high-pressure accumulator is returned to the low-pressure reservoir, a gas extraction step of extracting the gas from the low-pressure reservoir, and the extracted gas is expanded to cool the cold heat source Cooling process.

  Also, the disclosed automobile regeneration control system includes an oil pump motor that functions as one of an oil pump and a hydraulic motor, and a high-pressure accumulator that is connected via the oil pump motor and stores oil and gas under pressure. And a low-pressure reservoir, a gas inlet / outlet that is installed in the low-pressure reservoir and allows the gas to enter / exit, a gas compressor that sends the gas to the low-pressure reservoir through the gas inlet / outlet, a cold source having an expansion valve, and the gas compressor A flow path switching mechanism that switches a flow path of the gas to an inflow path to which the gas inlet / outlet is connected and an outflow path to which the cold heat source and the gas inlet / outlet are connected, the oil pump motor, and the gas And a controller for controlling the driving of the compression device and the flow path switching mechanism.

  When the oil is sent from the low pressure reservoir to the high pressure accumulator by the oil pump motor, the control device switches to the inflow path and sends the gas to the low pressure reservoir, and the oil pump motor When the oil of the high-pressure accumulator is returned to the low-pressure reservoir, a gas extraction control for switching to the outflow path and extracting the gas from the low-pressure reservoir is performed.

  And the said cold heat source is cooled because the said gas sent to the said cold heat source by the said gas extraction control expand | swells with the said expansion valve.

  Therefore, according to these regenerative control methods and regenerative control systems, since the compressed gas stored in the low-pressure reservoir is used as a heat source for cooling the cold heat source, an automobile having excellent energy recovery efficiency can be realized.

  Furthermore, the gas compression device may be attached to the oil pump motor.

  Then, the gas compression device can be operated with the energy recovered from the driving wheel while being synchronized with the oil pump motor, and the gas in the low-pressure reservoir can be replenished. Therefore, it is possible to maintain excellent energy recovery efficiency without greatly impairing.

  For example, an engine, an exhaust heat recovery device that recovers exhaust heat from the exhaust path of the engine, a high heat source that is heated by the exhaust heat recovered by the exhaust heat recovery device, and a thermoelectric element that generates electric power using a temperature difference The thermoelectric element can be installed between the high heat source and the cold heat source.

  If it does so, since it can generate electricity using exhaust heat and gas of a low-pressure reservoir efficiently, the car excellent in energy recovery efficiency is realizable.

  Further, for example, an auxiliary air conditioner that adjusts the temperature of the passenger compartment of the automobile may be further provided, and the cold heat source may be used as a cooling heat source of the auxiliary air conditioner.

  Then, the cooling of the vehicle interior that consumes a large amount of power can be assisted by using the gas in the low-pressure reservoir, so that an automobile with excellent energy recovery efficiency can be realized.

  In this case, a refrigerant circulation path that passes through the compressor, the condenser, and the evaporator is provided, and further includes a main air conditioner that adjusts the temperature of the passenger compartment of the automobile, and the oil is used as the refrigerant. A pair of bypass paths that bypass the low-pressure reservoir are provided between the condenser and the evaporator in the circulation path, and the oil stored in the low-pressure reservoir passes through the pair of bypass paths Then, it may be possible to flow in and out of the circulation path.

  Since the oil stored in the low-pressure reservoir is pressurized, the time for the refrigerant to reach an appropriate pressure can be shortened by making the refrigerant the same as the oil and flowing the oil into and out of the circulation path. Thereby, it becomes possible to cool or heat the passenger compartment immediately after starting the main air conditioner.

  According to the automobile regeneration control method and the like of the present invention, an automobile excellent in energy recovery efficiency can be provided.

It is the schematic which shows the regeneration control system of the motor vehicle using an oil pump motor. It is the schematic explaining the regeneration control of the motor vehicle using an oil pump motor. (A) has shown the state at the time of deceleration regeneration, (b) has each shown the state at the time of power running assistance. (A)-(c) is the schematic which shows the main structures of the regenerative control system to disclose. It is the schematic which shows the structure of the motor vehicle of 1st Embodiment. It is a time chart which shows an example of control of the regeneration control system of a car of a 1st embodiment. It is a flowchart which shows an example of control of the regeneration control system of the motor vehicle of 1st Embodiment. It is the schematic which shows the structure of the motor vehicle of 2nd Embodiment. It is a time chart which shows an example of control of the regeneration control system of the car of a 2nd embodiment. It is a flowchart which shows an example of control of the regeneration control system of the car of a 2nd embodiment. It is the schematic which shows the structure of the motor vehicle of the modification of 2nd Embodiment. (A), (b) is a figure for demonstrating the modification of 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the following description is merely illustrative in nature and does not limit the present invention, its application, or its use.

(Main configuration of regenerative control method and regenerative control system)
FIG. 3 shows a main configuration of the disclosed regeneration control system ERS. Since the basic configuration is the same as that of the above-described regenerative control system ERS, the same reference numerals are used for the configuration of the same function, and the description thereof is omitted.

  The regenerative control system ERS includes an oil pump motor 13, a high pressure accumulator 14, a low pressure reservoir 15, an air compressor 16 (gas compression device), a gas inlet / outlet 17, a switching valve SV (flow path switching mechanism), a cold heat source 19, and a control device. 20 or the like.

  The oil pump motor 13 is a device that functions as either an oil pump or a hydraulic motor, and includes a first oil inlet / outlet 13a and a second oil inlet / outlet 13b that function as either an oil discharge port or a suction port. ing. The first oil inlet / outlet 13 a is connected to the high pressure accumulator 14, and the second oil inlet / outlet 13 b is connected to the low pressure reservoir 15.

  When the oil pump motor 13 functions as an oil pump (during deceleration regeneration), the first oil inlet / outlet 13a functions as a discharge port, and the second oil inlet / outlet 13b functions as a suction port. When the oil pump motor 13 functions as a hydraulic motor (when powering is assisted), the first oil inlet / outlet 13a functions as a suction port, and the second oil inlet / outlet 13b functions as a discharge port.

  The high-pressure accumulator 14 is a small pressure-resistant container in which, for example, 200 to 400 atm level oil and air are stored in a separated state. The low-pressure reservoir 15 is a large pressure vessel, and for example, 1 to 30 atm level oil and air are stored in a separated state.

  The air is used for buffering and may be other gas such as nitrogen gas as long as it is a gas.

  The air compressor 16 is attached to the oil pump motor 13 and is configured to operate with a force recovered from the drive wheels 5 in synchronization with the oil pump motor 13 during deceleration regeneration.

  The gas inlet / outlet port 17 is installed in the low pressure reservoir 15. The gas inlet / outlet port 17 communicates with the air layer inside the gas inlet / outlet port 17 and has a function of allowing air to enter and exit from the low-pressure reservoir 15.

  The switching valve SV is a three-way switching valve, and is connected to a reservoir pipe 21 connected to the gas inlet / outlet port 17, an inflow pipe 22 connected to the air compressor 16, and a cold heat source 19 having an expansion valve EV. Connected to the outflow pipe 23.

  As shown to (a) of FIG. 3, the normal switching valve SV is controlled by the state (closed position) which interrupts | blocks a flow path.

  The control device 20 includes hardware such as a CPU and a memory, and software such as a control program, and has a function of comprehensively controlling deceleration regeneration and power running assistance of the automobile. Control of each embodiment described later is also performed by the control device 20. For example, the control device 20 also performs drive control of the oil pump motor 13 and the air compressor 16, switching control of the switching valve SV, and the like.

  The regenerative control system ERS is devised so that the control device 20 can perform a process of cooling the cold heat source 19 using the compressed air stored in the low-pressure reservoir 15.

  As shown in FIG. 3B, when the oil in the high pressure accumulator 14 has not reached the upper limit, the oil pump motor 13 (functioning as an oil pump) causes the high pressure accumulator from the low pressure reservoir 15 during deceleration regeneration. 14 is fed with oil.

  At that time, the control device 20 switches the switching valve SV to a state (intake position) in which an inflow path connecting the air compressor 16 and the gas inlet / outlet port 17 is formed. Thus, gas supply control is performed in which the air compressor 16 sends air to the low-pressure reservoir 15 through the gas inlet / outlet port 17 (gas supply step).

  As shown in FIG. 3 (c), at the time of powering assistance, the oil pump motor 13 (functioning as a hydraulic motor) drives the drive wheel 5 with the discharge force of the high-pressure oil stored in the high-pressure accumulator 14, thereby The oil in the vessel 14 is returned to the low pressure reservoir 15.

  At that time, the control device 20 switches the switching valve SV to a state (extraction position) where an outflow path connecting the gas inlet / outlet port 17 and the cold heat source 19 is formed. By doing so, gas extraction control for extracting compressed air from the low-pressure reservoir 15 is executed (gas extraction step).

  The compressed air taken out from the low-pressure reservoir 15 is sent to the cold heat source 19, and the compressed air is expanded by the expansion valve EV, whereby the cold heat source 19 is cooled (cooling step).

  That is, in this regenerative control system ERS, the buffered compressed air accommodated in the low-pressure reservoir 15 is used as a heat source for cooling the cold heat source 19, so that an automobile with excellent energy recovery efficiency can be realized.

  The compressed air in the low-pressure reservoir 15 that decreases thereby is replenished by the air compressor 16 that operates with the energy recovered from the drive wheels 5 during the deceleration regeneration. Therefore, excellent energy recovery efficiency can be maintained without greatly losing energy.

(First embodiment)
FIG. 4 shows an example of an automobile C1 using the regeneration control system ERS. In addition to the regenerative control system ERS, the automobile C1 includes an engine 1, a battery 31 (battery), a thermoelectric element 32, and the like, and is configured to be able to generate power using the exhaust heat of the engine 1 and the cold heat source 19. ing.

  Since the main configuration of the regenerative control system ERS is the same as that of the above-described regenerative control system ERS, the same reference numerals are used for the configurations of the same functions, and description thereof is omitted. In FIG. 4, reference numeral 33 denotes a drive mechanism of the engine 1 corresponding to the engine clutch 2 and transmission 3 described above, and reference numeral 34 denotes a regenerative control system ERS corresponding to the coupling mechanism 11 and the motor clutch 12. The drive mechanism is shown.

  A catalyst device 36, an exhaust heat recovery device 37, and a muffler 38 are installed in the exhaust path 35 of the engine 1 in order from the upstream side. The exhaust heat recovery device 37 is configured by a heat exchanger or the like, and has a function of recovering exhaust heat from the exhaust path 35.

  The exhaust heat recovery device 37 is installed in a circulation path 41 of cooling water for cooling the engine 1 together with the radiator 39 and the high heat source 40. A radiator 39 for cooling the cooling water is installed on the upstream side of the engine 1. The exhaust heat recovery device 37 is installed on the downstream side of the engine 1.

  The high heat source 40 is installed on the downstream side of the exhaust heat recovery device 37, and the cooling water heated via the engine 1 and the exhaust heat recovery device 37 returns to the radiator 39 via the high heat source 40. It is configured. The high heat source 40 is filled with a heat storage material 40a.

  The thermoelectric element 32 has a function of generating electric power using a temperature difference, and is installed between the high heat source 40 and the cold heat source 19 in the automobile C1. The thermoelectric element 32 generates electricity based on these temperature differences, and stores the generated electricity in the battery 31.

  The cold heat source 19 is provided with an upstream expansion valve EV1 installed on the upstream side of the cold heat source 19 and a downstream expansion valve EV2 installed on the downstream side of the cold heat source 19. The cold heat source 19 is filled with a heat storage material 19a. The upstream side expansion valve EV1 is connected to the outflow pipe 23, and the downstream side of the downstream side expansion valve EV2 is open to the outside. The temperature of the cold heat source 19 can be adjusted by opening control of the upstream side expansion valve EV1 and the downstream side expansion valve EV2.

  In order to control the regeneration control system ERS, various sensors are installed in these devices.

  The low pressure reservoir 15 is provided with a first pressure sensor SP1 for measuring the internal pressure. The high heat source 40 is provided with a first temperature sensor ST1 that measures the temperature. The cold heat source 19 is provided with a second temperature sensor ST2 that measures the temperature and a second pressure sensor SP2 that measures the internal pressure.

  During driving of the automobile C1, the measured values of these sensors SP1, SP2, ST1, ST2 are outputted to the control device 20, and the control device 20 sets the regenerative control system ERS based on these measured values. Control.

  5 and 6 show an example of the control.

  The upper graph in FIG. 5 represents the traveling pattern of the automobile C1. A thick line indicates a period during which the regenerative control system ERS is operating. A thin line indicates a period during which the engine 1 is operating.

  At start-up, the drive wheels 5 are driven by an oil pump motor 13 (hydraulic motor) with power running assistance, and when the speed reaches V1, the drive wheels 5 are switched to drive the engine 1 (time: t1). Thereafter, when the speed becomes V2 (time: t2), the vehicle travels at the speed V2 until a predetermined time (time: t4) is reached.

  Then, it decelerates and stops (time: t5). At that time, the drive mechanisms 33 and 34 are switched from the engine 1 side to the oil pump motor 13 side, and deceleration regeneration is performed.

  The middle graph in FIG. 5 represents the pressure pattern. The solid line indicates the measured value of the first pressure sensor SP1 (pressure of the low pressure reservoir 15). The broken line indicates the measurement value of the second pressure sensor SP2 (pressure of the cold heat source 19).

  P 0 is a set pressure targeted by the low pressure reservoir 15. PH is a pressure that is the upper limit in the low-pressure reservoir 15, and PL is a pressure that is the lower limit in the low-pressure reservoir 15.

  The lower graph in FIG. 5 represents the temperature of the thermoelectric element 32. The solid line indicates the measured value of the second temperature sensor ST2 (the temperature of the cold heat source 19). The broken line indicates the measured value of the first temperature sensor ST1 (the temperature of the high heat source 40).

  Tc is a set temperature targeted by the cold heat source 19. Th is a set temperature targeted by the high heat source 40.

  At the time of powering assistance, the oil is returned to the low pressure reservoir 15, so the pressure in the low pressure reservoir 15 rises. When the pressure reaches PH, the engine 1 is switched to driving (time: t1). When the engine 1 starts to be driven, exhaust heat starts to be recovered, and accordingly, the temperatures of the high heat source 40 and the cold heat source 19 rise.

  As shown in FIG. 6, the control device 20 checks whether or not the temperature of the high heat source 40 has reached Th based on the measurement value of the first temperature sensor ST1 (step S1).

  When the temperature of the high heat source 40 reaches Th (time: t3), the control device 20 switches the switching valve SV from the sealing position to the extraction position, forms an outflow path, and compresses from the low pressure reservoir 15 Gas extraction control for extracting air is executed (step S2).

  As a result, the cold source 19 is cooled and the measured value of the second temperature sensor ST2 (the temperature of the cold source 19) decreases, so that the control device 20 sets the opening degrees of the upstream expansion valve EV1 and the downstream expansion valve EV2. By controlling, the measured value of the second pressure sensor SP2 (pressure of the cold heat source 19) is held at PL (step S3).

  As a result, the temperature of the cold heat source 19 is stabilized near Tc, and the thermoelectric element 32 effectively generates electric power due to the temperature difference between the high heat source 40 held at Th and the cold heat source 19 stabilized near Tc, The generated electricity is stored in the battery 31.

  Further, the cooling water flowing through the high heat source 40 is cooled by heat exchange with the cold heat source 19. As a result, since the cooling load of the radiator 39 is reduced, the radiator 39 can be downsized.

  This state is maintained while there is sufficient compressed air in the low pressure reservoir 15 (NO in step S4), but when the measured value of the first pressure sensor SP1 (pressure in the low pressure reservoir 15) approaches PL. (YES in step S4), the control device 20 switches the switching valve SV from the take-out position to the sealing position and stops taking out the compressed air (step S5).

  When the accelerator is not depressed and deceleration regeneration is performed (YES in step S6, time: t4), the control device 20 switches the switching valve SV from the take-out position to the take-in position to form an inflow path. Then, gas supply control for driving the air compressor 16 and feeding air into the low-pressure reservoir 15 is executed (step S7).

  When the measured value of the first pressure sensor SP1 (pressure of the low pressure reservoir 15) reaches P0 (step S8, time: t5), the control device 20 switches the switching valve SV from the insertion position to the sealing position, and compresses the air. The machine 16 is stopped (step S9).

  According to this automobile C1, since it is possible to efficiently generate power by using exhaust heat and the compressed air in the low-pressure reservoir 15, energy recovery efficiency can be improved.

(Second Embodiment)
FIG. 7 shows an example of an automobile C2 using the regeneration control system ERS. The automobile C2 includes a regenerative control system ERS, a drive motor 51, a drive power source 52 (battery), a main air conditioner 53, an auxiliary air conditioner 60, and the like. The temperature can be adjusted.

  Since the regenerative control system ERS and the like are the same as those in the first embodiment, the same reference numerals are used for the same functional configuration, and the description thereof is omitted. In the present embodiment, an electric vehicle in which the drive motor 51 is mounted as a drive source will be described as an example. However, as in the first embodiment, the present invention can also be applied to a vehicle having an engine as a drive source.

  The main air conditioner 53 is a general air conditioner. The main air conditioner 53 is provided with a compressor 53a, a condenser 53b, an evaporator 53c, and the like, and a refrigerant is configured to circulate through these through a circulation path 53d. The main air conditioner 53 is driven by electric power supplied from the drive power supply 52, and adjusts the temperature of the passenger compartment by sending cold air and hot air into the passenger compartment.

  However, since the main air conditioner 53 consumes a large amount of power, the drive motor 51 that is driven by the power supply from the same drive power supply 52 may be affected. Therefore, the automobile C2 is configured such that the driving of the main air conditioner 53 can be suppressed by providing the auxiliary air conditioner 60 separately.

  The auxiliary air conditioner 60 includes a cooling air conditioner 61 and a heating air conditioner 62. Each of the air conditioner 61 for cooling and the air conditioner 62 for heating is connected to the downstream side of the switching valve SV via the second switching valve SV2.

  The cooling heat source 19 is used as a cooling heat source for the cooling air conditioner 61. The air conditioner 61 for cooling reduces the temperature of the passenger compartment by sending the air cooled by the cold heat source 19 into the passenger compartment with the fan 61a.

  The heating air conditioner 62 includes a turbine compressor 62a, a heat source 62b, and a fan 62c. The turbine compressor 62a operates with the compressed air taken out from the low pressure reservoir 15 and compresses the air. The heat source 62b generates heat using the air compressed by the turbine compressor 62a.

  The heating air conditioner 62 raises the temperature of the passenger compartment by sending air heated through the heat source 62b into the passenger compartment by the fan 62c.

  In order to control the regeneration control system ERS, various sensors are installed in these devices.

  Similar to the first embodiment, the first pressure sensor SP1 is installed in the low pressure reservoir 15, and the second temperature sensor ST2 and the second pressure sensor SP2 are installed in the cold heat source 19. Further, a third temperature sensor ST3 for measuring the temperature of the air after cooling is installed on the downstream side of the cold heat source 19.

  8 and 9 show the control when the vehicle interior is cooled.

  The contents of the upper graph in FIG. 8 are the same as the upper graph in FIG. 5, and the contents of the middle graph in FIG. 8 are the same as the middle graph in FIG. However, the main driving source here is not the engine 1 but the driving motor 51.

  The lower graph of FIG. 8 represents each temperature of the air conditioner 61 for cooling. The solid line indicates the measured value of the third temperature sensor ST3 (the air temperature downstream of the cold heat source 19). The broken line indicates the measured value of the second temperature sensor ST2 (temperature of the cold heat source 19). T0 is a target air cooling temperature.

  As shown in FIG. 8, at the time of start-up, power running assistance is performed by the regeneration control system ERS. When assisting power running, the pressure in the low-pressure reservoir 15 increases. The second switching valve SV2 is connected to the cooling air conditioner 61 side.

  As shown in FIG. 9, when the measured value of the first pressure sensor SP1 (pressure of the low pressure reservoir 15) reaches PH (YES in step S31), the driving motor 51 is switched to driving (time: t1).

  When the air conditioning switch is input and cooling is requested (YES in step S32, time: t2), the control device 20 switches the switching valve SV from the sealing position to the extraction position to form an outflow path, and the low pressure reservoir Gas extraction control for extracting compressed air from 15 is executed (step S33).

  As a result, the cold source 19 is cooled and the measured value of the second temperature sensor ST2 (the temperature of the cold source 19) decreases, so that the control device 20 sets the opening degrees of the upstream expansion valve EV1 and the downstream expansion valve EV2. By controlling, the measured value of the second pressure sensor SP2 (pressure of the cold heat source 19) is held at PL (step S34). As a result, the temperature of the cold heat source 19 is stabilized.

  Accordingly, since the cooling air conditioner 61 can generate cool air, the control device 20 drives the cooling air conditioner 61. Specifically, based on the measured value of the third temperature sensor ST3, the fan 61a is driven and controlled so that the temperature of the cold air is stabilized at T0. As a result, the passenger compartment is cooled.

  The auxiliary air conditioner 60 is set to be driven with priority over the main air conditioner 53.

  For example, when the vehicle interior can be cooled to a desired temperature only by the cooling air conditioner 61, the main air conditioner 53 is not driven. The main air conditioner 53 is driven only when rapid cooling is necessary, when the cooling air conditioner 61 alone cannot cool to a desired temperature, or when the cooling air conditioner 61 cannot be driven.

  This state is maintained while there is sufficient compressed air in the low-pressure reservoir 15 (NO in step S36), but when the measured value of the first pressure sensor SP1 (pressure in the low-pressure reservoir 15) approaches PL. (YES in step S36), the control device 20 switches the switching valve SV from the take-out position to the sealing position and stops taking out the compressed air (step S37).

  When the accelerator is not depressed and deceleration regeneration is performed (YES in step S38, time: t3), the control device 20 switches the switching valve SV from the take-out position to the take-in position to form an inflow path. Then, gas supply control for driving the air compressor 16 and feeding air into the low-pressure reservoir 15 is executed (step S39).

  When the measured value of the first pressure sensor SP1 (pressure in the low pressure reservoir 15) reaches P0 (step S40, time: t4), the control device 20 switches the switching valve SV from the insertion position to the sealing position, The air compressor 16 is stopped (step S41).

  In the case of heating, the turbine compressor 62a, the heat source 62b, and the fan 62c are controlled by the control device 20 similarly to the cooling.

  According to the automobile C2, the air-conditioning in the passenger compartment, which consumes a large amount of power, can be assisted using the compressed air in the low-pressure reservoir 15, so that the energy recovery efficiency can be improved.

(Modification)
FIG. 10 shows a modification of the second embodiment.

  In the present modification, the start-up time of the main air conditioner 53 can be shortened using the oil in the low-pressure reservoir 15.

  In the present modification, oil stored in the low-pressure reservoir 15 or the like is used as the refrigerant of the main air conditioning device 53.

  The low pressure reservoir 15 is provided with two oil openings 71 communicating with the oil layer inside. Two switching valves 72, 72 are installed in a portion of the circulation path 53d between the condenser 53b and the evaporator 53c in the main air conditioner 53. Each oil opening 71 is connected to each switching valve 72 via a pair of detour paths 73 and 73.

  That is, a pair of bypass paths 73 and 73 that bypass the low-pressure reservoir 15 are provided between the condenser 53b and the evaporator 53c in the circulation path 53d, and the oil stored in the low-pressure reservoir 15 is the pair of oil. It is possible to flow into and out of the circulation path 53d via the detour paths 73 and 73.

  When the start switch is input to the main air conditioner 53, the oil stored in the low-pressure reservoir 15 is diverted by the control device 20 as indicated by an arrow in FIG. So as to flow into and out of the circulation path 53d.

  In general, in order to allow the main air conditioner 53 to perform cooling or heating, oil (refrigerant) needs to be pressurized by the compressor 53a to reach a predetermined pressure. For this reason, it takes a certain time to start up after being started.

  On the other hand, since the pressurized oil is stored in the low pressure reservoir 15, the time for reaching the predetermined pressure is shortened by flowing the oil into and out of the circulation path 53d via the bypass path 73. it can.

  When the oil (refrigerant) reaches a predetermined pressure, as shown in FIG. 11 (b), the bypass paths 73 and 73 are blocked, and the switching valves 72 and 72 so that the oil circulates through the circulation path 53d. Is switched.

  Therefore, in the case of the automobile C2 of the present modification, it is possible to cool or heat the passenger compartment immediately after starting the main air conditioner 53.

1 Engine 5 Drive Wheel 13 Oil Pump Motor 14 High Pressure Accumulator 15 Low Pressure Reservoir 16 Air Compressor (Gas Compressor)
19 Cold heat source 20 Control device 31 Battery (battery)
32 Thermoelectric element 35 Exhaust path 39 Radiator 40 High heat source 41 Cooling water circulation path 51 Drive motor 52 Drive power supply (battery)
53 Main Air Conditioner 60 Auxiliary Air Conditioner 61 Air Conditioner for Cooling 62 Air Conditioner for Heating SV Switching Valve (Flow Path Switching Mechanism)
EV1 upstream side expansion valve EV2 downstream side expansion valve SP1 first pressure sensor SP2 second pressure sensor ST1 first temperature sensor ST2 second temperature sensor ST3 third temperature sensor C1, C2 automobile ERS regeneration control system

Claims (6)

An oil pump motor that functions as one of an oil pump and a hydraulic motor;
A high pressure accumulator and a low pressure reservoir that are connected via the oil pump motor and store oil and gas under pressure;
A vehicle regenerative control method comprising:
A gas supply step of feeding the gas to the low pressure reservoir when the oil pump motor functions as an oil pump and the oil is fed from the low pressure reservoir to the high pressure accumulator;
A gas extraction step of taking out the gas from the low pressure reservoir when the oil pump motor functions as a hydraulic motor and the oil of the high pressure accumulator is returned to the low pressure reservoir;
A cooling step of expanding the extracted gas to cool the cold source;
Regenerative control method including. A regenerative control system for automobiles,
An oil pump motor that functions as one of an oil pump and a hydraulic motor;
A high pressure accumulator and a low pressure reservoir that are connected via the oil pump motor and store oil and gas under pressure;
A gas inlet / outlet installed in the low pressure reservoir and allowing the gas to enter and exit;
A gas compression device for sending the gas to the low pressure reservoir through the gas inlet and outlet;
A cold source having an expansion valve;
A flow path switching mechanism that switches a flow path of the gas to an inflow path to which the gas compression device and the gas inlet / outlet are connected, and an outflow path to which the cold heat source and the gas inlet / outlet are connected;
A control device for controlling the drive of the oil pump motor and the gas compression device and the flow path switching mechanism;
With
The controller is
Gas supply control for switching to the inflow path and sending the gas to the low pressure reservoir when the oil is sent from the low pressure reservoir to the high pressure accumulator by the oil pump motor;
When the oil of the high pressure accumulator is returned to the low pressure reservoir by the oil pump motor, gas extraction control for switching to the outflow path and taking out the gas from the low pressure reservoir;
Run
The regenerative control system in which the cold heat source is cooled when the gas sent to the cold heat source by the gas extraction control is expanded by the expansion valve. In the regeneration control system according to claim 2,
A regeneration control system in which the gas compression device is attached to the oil pump motor. In the regeneration control system according to claim 2 or claim 3,
Engine,
An exhaust heat recovery device for recovering exhaust heat from the exhaust path of the engine;
A high heat source heated by exhaust heat recovered by the exhaust heat recovery device;
A thermoelectric element that generates electricity using a temperature difference;
Further comprising
A regeneration control system in which the thermoelectric element is installed between the high heat source and the cold heat source. In the regeneration control system according to claim 2 or claim 3,
An auxiliary air conditioner for adjusting the temperature of the passenger compartment of the automobile;
Further comprising
A regenerative control system in which the cold heat source is used as a cooling heat source for the auxiliary air conditioner. In the regeneration control system according to claim 5,
A main air conditioner that has a refrigerant circulation path via a compressor, a condenser, and an evaporator, and adjusts the temperature of the passenger compartment of the automobile;
Further comprising
The oil is used as the refrigerant,
Between the condenser and the evaporator in the circulation path, a pair of bypass paths that bypass the low-pressure reservoir are provided,
A regeneration control system in which the oil stored in the low-pressure reservoir can flow into and out of the circulation path via the pair of bypass paths.

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