JP6128090B2 - 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.

  In relation to the present invention, an automobile including a negative pressure type booster that assists the depression of a brake is disclosed (Patent Document 2).

  The negative pressure booster assists the force to depress the brake by the differential pressure between the negative pressure chamber and the variable pressure chamber. The negative pressure chamber is connected to the downstream side of the throttle valve in the intake pipe of the engine via a negative pressure supply pipe provided with a negative pressure tank. Negative pressure is accumulated in a negative pressure booster and a negative pressure tank.

JP 2013-189084 A JP 2006-2667 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 capable of generating a negative pressure 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, and a high-pressure accumulator and a low-pressure reservoir that are connected via the oil pump motor and store oil under pressure. It is the regeneration control method of the motor vehicle provided.

  The oil pump motor functions as an oil pump, and when the oil is sent from the low pressure reservoir to the high pressure accumulator, a gas supply step of sending gas to the low pressure reservoir, and the oil pump motor functions as a hydraulic motor. A gas compression step of compressing the gas stored in the low pressure reservoir when the oil of the high pressure accumulator is returned to the low pressure reservoir; and extracting the compressed gas from the low pressure reservoir; And a negative pressure generating step of generating a negative pressure by using.

  Also, the disclosed automobile regeneration control system includes an oil pump motor that functions as one of an oil pump and a hydraulic motor, a high pressure accumulator that is connected via the oil pump motor, and stores oil under pressure, and a low pressure A reservoir, a gas inlet / outlet which is installed in the low pressure reservoir and allows gas to enter and exit; a gas compressor which sends the gas to the low pressure reservoir through the gas inlet / outlet; a negative pressure generator having an ejector; the gas compressor; A flow path switching mechanism for switching the flow path of the gas to an inflow path to which a gas inlet / outlet is connected and an outflow path to which the negative pressure generating device and the gas inlet / outlet are connected, and the regeneration control system are controlled. And a control device.

  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, gas compression control for compressing the gas stored in the low-pressure reservoir, and the gas compressed from the low-pressure reservoir by switching to the outflow path Gas extraction control to be taken out.

  And the said negative pressure production | generation apparatus produces | generates a negative pressure using the attraction | suction force which generate | occur | produces when the said compressed gas passes the said ejector.

  Therefore, according to these regenerative control methods and regenerative control systems, negative pressure can be generated using the compressed gas stored in the low-pressure reservoir. Since the negative pressure is generated along with the deceleration regeneration, energy is not consumed for the generation of the negative pressure, and the fuel efficiency can be improved.

  For example, in the case of the above-described regenerative control system, the regenerative control system further includes a brake booster that uses a negative pressure to assist the depression of the brake, and the negative pressure generated by the negative pressure generator is used as the negative pressure used in the brake booster. Pressure should be used.

  Then, in order to operate a brake booster, the frequency which drives a motor, an engine, etc. and produces | generates a negative pressure can be reduced, Therefore The efficient control excellent in fuel consumption is realizable.

  In this case, a vacuum chamber for accumulating the negative pressure used in the brake booster is further provided, the internal pressure of the low-pressure reservoir is not less than a predetermined value at which the gas can be taken out, and the internal pressure of the vacuum chamber can be replenished. The negative pressure generated by the negative pressure generating device by the control device executing the gas extraction control may be accumulated in the vacuum chamber when the predetermined value is not less than the predetermined value.

  By doing so, the negative pressure generated by the negative pressure generating device can be used as much as necessary when necessary, so that the fuel efficiency can be further improved.

  For example, an engine, an intake path for introducing intake air into the engine, a throttle valve that is provided in the intake path and adjusts an intake air amount by an opening degree, and an intake side that communicates with the downstream side of the throttle valve in the intake path A negative pressure pipe, a chamber side negative pressure pipe communicating with the vacuum chamber, a booster side negative pressure pipe supplying negative pressure to the brake booster, the intake side negative pressure pipe, the chamber side negative pressure pipe, and the The intake side position where the booster side negative pressure pipe and the intake side negative pressure pipe communicate with each other, and the booster side negative pressure pipe and the chamber side negative pressure pipe communicate with each other. And a negative pressure switching valve that can be switched to a position, and the brake is depressed when the engine is stopped to When the negative pressure in the vacuum chamber is required and the negative pressure in the vacuum chamber is unavailable, the control device starts the engine and controls the opening of the throttle valve. If negative pressure is generated on the downstream side of the throttle valve and the negative pressure switching valve is switched to the intake side position, negative pressure securing control for supplying the negative pressure to the brake booster is executed. Good.

  In this case, the frequency of driving the engine for securing the negative pressure can be minimized, so that the fuel consumption can be improved and the negative pressure of the brake booster can be prevented.

  Particularly in this case, it is preferable that the oil pump motor is driven as an oil pump by the power of the engine when the negative pressure ensuring control is executed.

  That is, waste of power can be suppressed by using the power of the engine driven to generate the negative pressure for driving the oil pump motor (oil pump).

  According to the automobile regeneration control method and the like of the present invention, an automobile excellent in fuel consumption 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 embodiment. It is the schematic which shows the structure of a brake booster. It is the schematic which shows the state of the brake booster at the time of depression. It is a block diagram which shows the relationship between a control apparatus and main input / output devices. It is a time chart which shows an example of control of the regeneration control system of a car. It is a flowchart which shows an example of control of the regeneration control system of a motor vehicle. It is a flowchart which shows an example of power running control. It is a flowchart which shows an example of non-power running control. It is the schematic which shows the structure of the motor vehicle of a modification.

  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 first switching valve SV1 (flow path switching mechanism), and a negative pressure generation device. 19, the control device 20 and 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 integrally attached to the oil pump motor 13. The air compressor 16 is configured to operate in synchronization with the oil pump motor 13.

  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 first switching valve SV1 comprises 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 negative pressure generator 19 having an ejector 19a. The outlet pipe 23 is connected.

  As shown to (a) of FIG. 3, normal 1st switching valve SV1 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 the regenerative control system ERS such as deceleration regeneration and powering assistance of an automobile. ing. Control to be 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 first switching valve SV1, and the like.

  In this regenerative control system ERS, the controller 20 is devised so that negative pressure can be generated by 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 first switching valve SV1 to a state (intake position) where 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 (c) of FIG. 3, gas compression control is executed by the control device 20 at the time of powering assistance. That is, the oil pump motor 13 (functioning as a hydraulic motor) drives the drive wheel 5 by the discharge force of the high-pressure oil stored in the high-pressure accumulator 14, and the oil in the high-pressure accumulator 14 is returned to the low-pressure reservoir 15.

  At that time, the air stored in the low-pressure reservoir 15 is compressed (gas compression process).

  During the gas compression stroke, the control device 20 switches the first switching valve SV1 to the take-out position, thereby forming an outflow path in which the gas inlet / outlet port 17 and the negative pressure generating device 19 communicate with each other. By doing so, gas extraction control for extracting compressed air from the low-pressure reservoir 15 is executed.

  The compressed air taken out from the low pressure reservoir 15 is discharged through the ejector 19a. The negative pressure generating device 19 generates a negative pressure by using a suction force generated when the compressed air passes through the ejector 19a (negative pressure generating step). The generated negative pressure is supplied through the suction pipe 26.

  That is, in the regenerative control system ERS, negative pressure can be generated using the compressed air for buffering stored in the low pressure reservoir 15. Since negative pressure can be generated without driving the engine 1, an automobile with excellent fuel 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.

(Specific configuration of regeneration control method and regeneration control system)
FIG. 4 shows an example of the automobile C using the regeneration control system ERS. The automobile C is a so-called hybrid car (HV), and includes a regenerative control system ERS, an engine 1, a brake booster 30, a vacuum chamber 25, and the like.

  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. Further, in FIG. 4, reference numeral D <b> 1 indicates a drive mechanism of the engine 1 corresponding to the engine clutch 2 and transmission 3 described above, and reference numeral D <b> 2 indicates the regenerative control system ERS corresponding to the coupling mechanism 11, motor clutch 12, and the like. The drive mechanism is shown.

  The automobile C is configured such that the brake booster 30 can be operated using the negative pressure generated by the negative pressure generator 19.

(Brake booster)
FIG. 5 shows an outline of the brake booster 30. The brake booster 30 is a device that assists the depression of the brake using negative pressure, and includes a switching cylinder 31, a power cylinder 32, a master cylinder 33, a rod 34, and the like.

  The switching cylinder 31, the power cylinder 32, and the master cylinder 33 are arranged in series, and the rod 34 is slidably installed along these central axes. The end of the rod 34 is connected to a brake pedal 35 that is rotatably supported.

  A switching piston 31 a, a power piston 32 a, and a master piston 33 a are installed in each of the switching cylinder 31, the power cylinder 32, and the master cylinder 33, and these are fixed to the rod 34.

  The inside of the power cylinder 32 is partitioned into a first chamber R1 and a second chamber R2 by a power piston 32a. The inside of the master cylinder 33 is partitioned by a master piston 33a, and one of the master cylinders 33 is an oil chamber 33b that accommodates pressure oil that operates a brake.

  A first pipe 41 and a second pipe 42 are connected to the switching cylinder 31 apart in the direction of the central axis. The first pipe 41 and the second pipe 42 communicate with the first chamber R1 of the power cylinder 32 via the third pipe 43.

  In addition, a fourth pipe 44 and a fifth pipe 45 that are open to the atmosphere are connected to the switching cylinder 31 corresponding to the arrangement of the first pipe 41 and the second pipe 42. The fifth pipe 45 is connected to a sixth pipe 46 communicating with the second chamber R <b> 2 of the power cylinder 32, and the fifth pipe 45 and the sixth pipe 46 are negative pressure pipes that supply negative pressure to the brake booster 30 ( The booster side negative pressure pipe 51) is connected.

  When the pedal is not depressed (when not depressed), the brake pedal 35 is lifted by a spring. Further, when not depressed, the flow paths of the first pipe 41 and the fourth pipe 44 are blocked by the switching piston 31a, and the first chamber R1 and the second chamber R2 are switched to the third pipe 43 and the second pipe 42. The cylinder 31, the fifth pipe 45, and the sixth pipe 46 communicate with each other.

  As shown in FIG. 6, when the brake pedal 35 is depressed (during depression), the switching piston 31a, the power piston 32a, and the master piston 33a slide together with the rod 34, and the master piston 33a pushes out the pressure oil to release the brake. Operate.

  When stepped on, the flow path of the second pipe 42 and the fifth pipe 45 is blocked by the switching piston 31a, and the first chamber R1 is passed through the fourth pipe 44, the switching cylinder 31, the first pipe 41, and the third pipe 43. It will be in the state of being open to the atmosphere. Further, the second chamber R2 is sucked through the sixth pipe 46, and a negative pressure is supplied to the second chamber R2. Due to the pressure difference generated thereby, the force to depress against the pressure oil is relaxed, and the brake can be operated with a weak force.

  The automobile C is configured so that a negative pressure can be supplied to the brake booster 30 by selecting from two negative pressure supply paths of an engine system and a regeneration control system.

  Specifically, as shown in FIG. 4, the booster side negative pressure pipe 51 is connected to the intake side negative pressure pipe 52 and the chamber side negative pressure pipe 53 via the second switching valve SV2 (negative pressure switching valve). ing.

  The second switching valve SV2 is formed of a three-way switching valve. The booster-side negative pressure pipe 51 and the intake-side negative pressure pipe 52 communicate with each other to form a position (intake-side position) that constitutes an engine system path, and a booster-side negative pressure pipe. 51 and the chamber-side negative pressure pipe 53 communicate with each other and can be switched between a position (chamber-side position) constituting a regeneration control system path and a position (sealing position) where the flow path is blocked.

(Engine system route)
A throttle valve 61 and an intake manifold 62 (intake manifold) are installed in an intake path 60 for introducing intake air into the engine 1. The intake manifold 62 is a device with a large capacity that is attached to the engine and distributes intake air to each cylinder. The throttle valve 61 is a device that adjusts the intake air amount according to the opening degree, and is disposed on the upstream side of the intake manifold 62 in the intake passage 60.

  The intake-side negative pressure pipe 52 is connected to the intake manifold 62 and communicates with the downstream side of the throttle valve 61.

  Accordingly, when the throttle valve 61 is controlled to be throttled while the engine 1 is being driven, a negative pressure is generated on the downstream side of the throttle valve 61. In the engine system path, the negative pressure is supplied to the brake booster 30.

(Regenerative control system route)
The negative pressure generator 19 is connected to the vacuum chamber 25 via the suction pipe 26, and the negative pressure generated by the negative pressure generator 19 is accumulated in the vacuum chamber 25. In the middle of the suction pipe 26, a first on-off valve V1 is installed.

  The vacuum chamber 25 is connected to a chamber-side negative pressure pipe 53, and a second on-off valve V <b> 2 is installed in the middle of the chamber-side negative pressure pipe 53. Therefore, in the regeneration control system path, the negative pressure generated by the negative pressure generator 19 and accumulated in the vacuum chamber 25 is supplied to the brake booster 30.

  In the automobile C, various sensors and the like are installed in order to control the regeneration control system ERS in conjunction with the brake operation system.

  The brake booster 30 is provided with a first pressure sensor SP1 that measures the internal pressure of the second chamber R2. The low pressure reservoir 15 is provided with a second pressure sensor SP2 for measuring the internal pressure. The vacuum chamber 25 is provided with a third pressure sensor SP3 that measures the internal pressure.

  As shown in FIG. 7, during operation of the automobile C, these sensors SP1, SP2, SP3, a vehicle speed sensor SS that measures the vehicle speed, an accelerator sensor AS that measures the degree of depression of the accelerator, and a brake that measures the degree of depression of the brake Measurement values from the sensor BS and the like are output to the control device 20.

  Then, based on these measured values, the control device 20 determines the engine 1, the oil pump motor, the throttle valve 61, the first switching valve SV1, the second switching valve SV2, the first on-off valve V1, the second on-off valve V2, and the like. , And comprehensively control each device of the regeneration control system ERS.

  8 to 11 show an example of the control.

  The upper graph in FIG. 8 represents the traveling pattern of the automobile C. The vertical axis represents the vehicle speed, and the alternate long and short dash line represents the upper limit of driving by the regenerative control system ERS. Driving in this upper region is performed by the engine 1 (thin solid line).

  The time chart below the graph shows the state of the engine 1 and the regeneration control system ERS corresponding to the travel pattern. The arrow line represents the time of operation. The “movement” of the state of the engine 1 is when the engine is operating. The “force” of the regeneration control system ERS is during powering assistance, and “regeneration” is during deceleration regeneration.

  The lower braking of the time chart of the regenerative control system ERS indicates the timing of the brake operation corresponding to the traveling pattern. The hatched area represents the time of depression.

  The graphs on the lower side show the pressure changes corresponding to the traveling patterns of the high pressure accumulator 14, the vacuum chamber 25, the intake manifold 62, and the brake booster 30 (second chamber R2) in order from the top.

  The pressure of the high pressure accumulator 14 is positive pressure, and the alternate long and short dash line represents the lower limit value. Each pressure of the vacuum chamber 25, the intake manifold 62, and the brake booster 30 is a negative pressure, and the alternate long and short dash line represents the upper limit value of each pressure.

  In this travel pattern, for example, at the timing of the brake operation of the first group G1, there is sufficient negative pressure in the second chamber R2, and there is also sufficient negative pressure on the downstream side of the intake manifold 62. . In such a case, first, the brake booster 30 is operated with the negative pressure in the second chamber R2, and when the negative pressure is insufficient, the engine system path is selected. By doing so, the control which suppresses consumption of the negative pressure of the vacuum chamber 25 is performed.

  There is no negative pressure downstream of the intake manifold 62 at the timing of the brake operation of the second group G2. In such a case, the regeneration control system path is selected. Thereby, the brake booster 30 is operated by the negative pressure of the vacuum chamber 25.

  At the timing of the brake operation of the third group G3, the negative pressure in the vacuum chamber 25 reaches the lower limit value and the negative pressure in the vacuum chamber 25 becomes unusable in the second brake operation. Therefore, at the time of the third brake operation thereafter, the control device 20 executes negative pressure securing control.

  That is, the engine 1 is started and a negative pressure is generated downstream of the throttle valve 61 by reducing the opening of the throttle valve 61. The second switching valve SV is switched to the intake side position to select the engine system path. By doing so, the negative pressure supplied to the brake booster 30 is ensured.

(Specific examples of control)
The specific flow of these controls will be described in detail with reference to the flowcharts of FIGS.

  As shown in FIG. 9, in the initial state, the first switching valve SV1 and the second switching valve SV2 are located at the sealing position, and the first switching valve V1 and the second switching valve V2 are closed (steps). S1). Measurement values (signals) of various sensors such as the first pressure sensor SP1 are continuously input to the control device 20 (step S2).

  When the operation of the automobile C is started, the control device 20 checks whether or not power to the drive wheels 5 is requested based on the accelerator sensor AS, the vehicle speed sensor SS, and the like (step S3).

  When power to the drive wheels 5 is requested, power running control is executed, and when power to the drive wheels 5 is not requested, non-power running control is executed.

(Power running control)
FIG. 10 shows an example of power running control.

  It is checked whether or not the high-pressure accumulator 14 has sufficient pressure that can assist powering by calculation based on the measurement value of the second pressure sensor SP2 (pressure of the low-pressure reservoir 15) (step S10). If the pressure of the high pressure accumulator 14 is sufficient (YES in step S10), power running assistance is performed.

  In the case of this automobile C, the engine clutch 2 is disengaged and the motor clutch 12 is connected (step S11), and the oil pump motor 13 (oil motor) is operated, thereby driving the drive wheels 5 (step S12).

  At this time, it is checked whether the compressed air in the low pressure reservoir 15 is available. Specifically, it is checked whether or not the measured value of the second pressure sensor SP2 is equal to or greater than a predetermined value P0 at which compressed air can be taken out (step S13).

  If it is equal to or greater than the predetermined value P0 (YES in step S13), whether or not the vacuum chamber 25 can be supplemented with negative pressure, specifically, the measured value of the third pressure sensor SP3 (pressure in the vacuum chamber 25). Is checked to see if it is greater than or equal to a predetermined value P1 that can be replenished (step S14).

  When the measured value of the third pressure sensor SP3 is equal to or greater than the predetermined value P1 and negative pressure can be replenished (YES in step S14), the first switching valve SV1 is switched to the take-out position, and the first on-off valve V1 is opened (step S15).

  By doing so, compressed air is sent from the low pressure reservoir 15 to the negative pressure generating device 19 to generate a negative pressure, and the negative pressure is accumulated in the vacuum chamber 25.

  When the measured value of the third pressure sensor SP3 is less than the predetermined value P1 (high decompression state) and negative pressure cannot be replenished (NO in step S14), the first switching valve V1 remains closed and the first switching valve is closed. SV1 is switched to the take-out position (step S16).

  When the pressure of the high-pressure accumulator 14 is not sufficient (NO in step S10), the regeneration control system ERS cannot be used, so that the engine 1 is driven.

  In the case of the automobile C, the motor clutch 12 is disengaged and the engine clutch 2 is connected (step S17), and the engine 1 is operated, thereby driving the drive wheels 5 (step S18).

(Control during non-power running)
FIG. 11 shows an example of non-powering control.

  Whether or not the vehicle C is traveling is checked by the control device 20 based on the measured values of the vehicle speed sensor SS, the accelerator sensor AS, and the like. It is checked whether or not has been performed (step S20).

  If the brake operation is not performed (NO in step S20), it is checked whether or not the measured value of the second pressure sensor SP2 (pressure of the low pressure reservoir 15) has reached a predetermined value PM (step). S21).

  If the predetermined value PM has been reached (YES in step S21), the motor pump 12 is disengaged and the engine clutch 2 is connected (step S22), because deceleration regeneration by the oil pump motor 13 is impossible. If the predetermined value PM has not been reached (NO in step S21), deceleration regeneration and air replenishment are performed.

  That is, the engine clutch 2 is disengaged and the motor clutch 12 is connected (step S23), the first switching valve SV1 is switched to the intake position (step S24), the oil pump motor 13 (hydraulic pump), and the air compressor 16 Operates (step S25).

  Thereby, deceleration regeneration is performed, and compressed air is supplied to the low-pressure reservoir 15.

  When the brake operation is performed (YES in step S20), a process for appropriately securing the negative pressure used in the brake booster 30 is executed.

  First, it is checked whether the brake booster 30 has sufficient negative pressure.

  Specifically, it is checked whether or not the measured value of the first pressure sensor SP1 (pressure in the second chamber R2) is smaller than a predetermined value P3 (negative pressure value at which the brake booster 30 can operate) (step S26). . When the measured value of the first pressure sensor SP1 is smaller than the predetermined value P3, the brake booster 30 is operated using the negative pressure.

  If the measured value of the first pressure sensor SP1 is equal to or greater than the predetermined value P3 (NO in step S26), it is checked whether or not a negative pressure can be secured in the engine system path. Specifically, it is checked whether or not the pressure of the intake manifold 62 is smaller than a predetermined value (usually P3) based on the measured values of the vehicle speed sensor SS and the accelerator sensor AS (step S27).

  When the pressure of the intake manifold 62 is smaller than the predetermined value P3, the second switching valve SV2 is switched to the intake side position (step S28), and the brake booster 30 is operated using the negative pressure obtained through the engine system path.

  These controls correspond to the brake operation of the first group G1 described above.

  If the pressure of the intake manifold 62 is equal to or greater than the predetermined value P3 (NO in step S27), it is checked whether or not a negative pressure can be secured in the regenerative control system path. Specifically, it is checked whether or not the measured value of the third pressure sensor SP3 (pressure in the vacuum chamber 25) is smaller than a predetermined value (usually P3) (step S29).

  When the measured value of the third pressure sensor SP3 is smaller than the predetermined value P3, the second switching valve SV2 is switched to the chamber side position (step S30), and the brake booster is utilized using the negative pressure obtained through the regeneration control system path. 30 is activated.

  This control corresponds to the brake operation of the second group G2 described above.

  If the measured value of the third pressure sensor SP3 is equal to or greater than the predetermined value P3 (NO in step S29), the negative pressure of the brake booster 30 is small, the negative pressure of the intake manifold 62 is small, and the negative pressure of the vacuum chamber 25 is negative. The pressure is also small. In this case, since the engine 1 is stopped and no negative pressure is generated in the intake manifold 62, negative pressure securing control is performed to start the engine 1 and secure negative pressure through the engine system path.

  Specifically, the engine clutch 2 is disengaged, the motor clutch 12 is connected (step S31), and the engine 1 is started (step S32). Then, by reducing the opening of the throttle valve 61, a negative pressure is generated in the intake manifold 62.

  The second switching valve SV2 is switched to the intake side position (step S33), and the brake booster 30 is operated using the negative pressure obtained through the engine system path.

  This control corresponds to the third brake operation of the third group G3 described above.

  At this time, the automobile C is traveling in a deceleration regeneration state as shown in FIG. At that time, if the engine 1 is driven to generate negative pressure, much of the power output by the engine 1 is wasted.

  Therefore, it is checked whether or not the measured value of the second pressure sensor SP2 (pressure in the low pressure reservoir 15) has reached the predetermined value PM (step S34). If it has not reached the predetermined value PM (NO in step S34). ), The motor clutch 12 and the engine clutch 2 are connected, and in addition to the power received from the drive wheels 5, deceleration regeneration and air replenishment based on engine drive are executed (steps S35 to S37).

  Thereby, the oil in the low pressure reservoir 15 is returned to the high pressure accumulator 14 in a short time. At that time, the load (oil amount) of the oil pump motor 13 or the fastening degree of the transmission 3 may be adjusted so that torque fluctuation due to engine driving is not transmitted to the drive wheel side.

  By doing so, the motive power by the drive of the engine 1 can be utilized for the drive of the oil pump motor 13 (oil pump), and waste of motive power can be suppressed while suppressing torque fluctuation.

(Modification)
FIG. 12 shows a modification of the automobile C. In the case of the automobile C of this modification, a bypass path 70 that bypasses the oil pump motor 13 is installed between the high pressure accumulator 14 and the low pressure reservoir 15.

  A first flow rate adjustment valve 71 is installed in the bypass path 70. In addition, a second flow rate adjustment valve 72 is installed on the high pressure accumulator 14 side from the branch point of the bypass path 70 located between the oil pump motor 13 and the high pressure accumulator 14.

  In the automobile C of this modification, the oil flow rate can be adjusted with respect to the rotation speed of the oil pump motor 13 by adjusting the opening amounts of the first flow rate adjustment valve 71 and the second flow rate adjustment valve 72. Further, oil can be circulated between the low pressure reservoir 15 and the oil pump motor 13.

  Therefore, since more accurate deceleration regeneration control can be executed, it is possible to realize smooth and stable traveling in addition to excellent fuel efficiency.

  In addition, the regeneration control system etc. concerning this invention are not limited to embodiment mentioned above, The other various structures are also included.

  For example, a vacuum chamber for accumulating negative pressure may be installed in the engine system path. The engine system path and the regeneration control system path may share a vacuum chamber for accumulating negative pressure.

  In the present embodiment, the negative pressure generated by the negative pressure generating device is used as the negative pressure of the brake booster. It is good as well.

  Furthermore, although the gas is stored in both the high pressure storage tank and the low pressure reservoir, the gas may be stored only in the low pressure reservoir.

1 Engine 5 Drive Wheel 13 Oil Pump Motor 14 High Pressure Accumulator 15 Low Pressure Reservoir 16 Air Compressor (Gas Compressor)
19 Negative pressure generating device 20 Control device 25 Vacuum chamber 30 Brake booster 51 Booster side negative pressure piping 52 Intake side negative pressure piping 53 Chamber side negative pressure piping 60 Intake passage 61 Throttle valve 62 Intake manifold SV1 switching valve (flow path switching mechanism)
SV2 2nd switching valve V1 1st on-off valve V2 2nd on-off valve SP1 1st pressure sensor SP2 2nd pressure sensor SP3 3rd pressure sensor C Car D1, D2 Drive mechanism ERS Regenerative 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 under pressure;
A vehicle regenerative control method comprising:
A gas supply step of sending gas to the low pressure reservoir when the oil pump motor functions as an oil pump and the oil is sent from the low pressure reservoir to the high pressure accumulator;
A gas compression step of compressing the gas stored in 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 negative pressure generating step of taking out the compressed gas from the low pressure reservoir and generating a negative pressure using the gas;
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 under pressure;
A gas inlet / outlet which is installed in the low pressure reservoir and allows 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 negative pressure generating device having an ejector;
A flow path switching mechanism that switches the 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 negative pressure generation device and the gas inlet / outlet are connected;
A control device for controlling the regeneration control system;
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;
Gas compression control for compressing the gas stored in the low pressure reservoir 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 extracting the compressed gas from the low pressure reservoir;
Run
A regenerative control system in which the negative pressure generating device generates a negative pressure by using a suction force generated when the compressed gas passes through the ejector. In the regeneration control system according to claim 2,
A brake booster that assists in the depression of the brake using negative pressure;
A regeneration control system in which a negative pressure generated by the negative pressure generating device is used as a negative pressure used by the brake booster. In the regeneration control system according to claim 3,
A vacuum chamber for accumulating a negative pressure used in the brake booster,
When the internal pressure of the low-pressure reservoir is equal to or higher than a predetermined value at which the gas can be extracted and the internal pressure of the vacuum chamber is equal to or higher than a predetermined value at which replenishment is possible, the control device executes the gas extraction control. A regenerative control system in which a negative pressure generated by the negative pressure generator is accumulated in the vacuum chamber. In the regeneration control system according to claim 4,
Engine,
An intake path for introducing intake air into the engine;
A throttle valve that is provided in the intake path and adjusts the intake air amount according to the opening;
An intake-side negative pressure pipe communicating with the downstream side of the throttle valve in the intake path;
A chamber-side negative pressure pipe communicating with the vacuum chamber;
A booster side negative pressure pipe for supplying negative pressure to the brake booster;
An intake side position connected to the intake side negative pressure pipe, the chamber side negative pressure pipe, and the booster side negative pressure pipe, and the booster side negative pressure pipe and the intake side negative pressure pipe communicate with each other, and the booster side A negative pressure switching valve that can be switched to a chamber side position where the negative pressure pipe communicates with the chamber negative pressure pipe;
Further comprising
When the brake is depressed while the engine is stopped to supply negative pressure to the brake booster, and the negative pressure in the vacuum chamber is not available,
The controller starts the engine and controls the opening of the throttle valve, thereby generating a negative pressure downstream of the throttle valve and switching the negative pressure switching valve to the intake side position. A regenerative control system that executes negative pressure securing control for supplying the negative pressure to the brake booster. In the regeneration control system according to claim 5,
A regeneration control system in which the oil pump motor is driven as an oil pump by the power of the engine when the negative pressure securing control is executed.

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