JP6156435B2 - Vehicle regeneration system - Google Patents

Description

  The present invention 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 and gas under pressure. The present invention relates to a vehicle regeneration system.

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

  FIG. 1 is a simplified drive system for an automobile equipped with a regenerative 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 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 system is disclosed in Patent Document 1, for example.

Japanese Patent Laid-Open No. 10-244858

  A relatively large amount of compressed air is stored inside the low-pressure reservoir. When power is generated using the air stored in the low-pressure reservoir, an automobile with higher energy recovery efficiency can be realized.

  At this time, in order to maintain the function of sending oil from the low pressure reservoir to the high pressure accumulator during deceleration regeneration, if a device for sending air to the low pressure reservoir is separately installed, there is a problem that the regeneration system becomes large.

  The present invention has been made in view of such a point, and the object of the present invention is to downsize the regeneration system while maintaining the function of sending oil from the low pressure reservoir to the high pressure accumulator during deceleration regeneration. .

  In order to solve the above-described problems, the present invention is characterized in that, during deceleration regeneration, the power of the drive wheels is input to the engine and gas is sent from the engine to the low-pressure reservoir.

  Specifically, the present invention 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 and gas under pressure, and a low pressure The following solution was taken for a vehicle regeneration system equipped with a reservoir.

  That is, the first invention further includes an engine and a control device that controls driving of the engine, the gas chamber of the low-pressure reservoir is connected to an exhaust path of the engine, and the control device is configured to perform deceleration regeneration. The driving wheel power is input to the engine, and gas is sent from the engine to the low-pressure reservoir through the exhaust path, so that pressurization control is performed to pressurize the low-pressure reservoir. It is characterized by this.

  According to this, during the deceleration regeneration, the control device inputs the power of the driving wheel to the engine, and sends the gas from the engine to the low pressure reservoir through the exhaust path, thereby executing the pressurization control to pressurize the low pressure reservoir. Therefore, oil can be sent from the low pressure reservoir to the high pressure accumulator during deceleration regeneration without separately installing a device for sending air to the low pressure reservoir. Therefore, the regenerative system can be made compact while maintaining the function of sending oil from the low pressure reservoir to the high pressure accumulator during deceleration regeneration.

  According to a second invention, in the first invention, a throttle is installed in an intake path of the engine, and the control device is configured to fully open the throttle in the pressurization control. It is a feature.

  According to this, since the control device fully opens the throttle in the pressurization control, the pumping loss is reduced. Therefore, the low pressure reservoir can be sufficiently pressurized during the deceleration regeneration, and the deceleration regeneration amount of the oil pump motor can be increased.

According to a third invention, in the first or second invention, an exhaust heat recovery device that recovers exhaust heat from the exhaust path of the engine, and a high heat source that is heated by exhaust heat recovered by the exhaust heat recovery device A switching mechanism for switching between a cold heat source having an expansion valve, a state of connecting the exhaust path of the engine and the gas chamber of the low pressure reservoir, and a state of connecting the exhaust path of the engine and the cold heat source, A thermoelectric element that is installed between the high heat source and the cold heat source and that generates electric power using a temperature difference; and the control device also controls the switching mechanism, and is in the deceleration regeneration mode, the low pressure reservoir When the internal pressure of the engine is higher than a predetermined pressure, the power of the drive wheels is input to the engine, the switching mechanism is switched to a state in which the exhaust path of the engine and the cold heat source are connected, and the exhaust from the engine Sutra By feeding the gas to the cold heat source through the one in which the fed gas is expanded by the expansion valve, the cold source is characterized in that it is configured to be cooled.

According to this, when the control device is in deceleration regeneration and the internal pressure of the low pressure reservoir is higher than the predetermined pressure, the driving wheel power is input to the engine and the engine exhaust path and the cold source are connected. The switching mechanism is switched to a state where the engine is turned on, and gas is sent from the engine to the cold heat source through the exhaust path, so that the fed gas is expanded by the expansion valve, and the cold heat source is cooled. When the internal pressure of the low pressure reservoir is high, power is generated by the temperature difference between the high heat source and the cold heat source.

  According to a fourth aspect, in the third aspect, the apparatus further includes a heat exchanger that is installed between the gas chamber of the low-pressure reservoir and the exhaust path of the engine and cools the gas from the engine. It is what.

According to this, since the heat exchanger for cooling the gas from the engine is installed between the gas chamber of the low pressure reservoir and the exhaust path of the engine, the gas sent from the engine to the low pressure reservoir by the heat exchanger. The gas volume is reduced by this gas cooling. Therefore, the low-pressure reservoir can be efficiently filled with gas from the engine.

  According to a fifth invention, in the first or second invention, an exhaust heat recovery device that recovers exhaust heat from the exhaust path of the engine, and a high heat source that is heated by exhaust heat recovered by the exhaust heat recovery device; A switching mechanism that switches between a cold heat source having an expansion valve, a state where the exhaust path of the engine and the gas chamber of the low pressure reservoir are connected, and a state where the gas chamber of the low pressure reservoir and the cold heat source are connected; A thermoelectric element that is installed between the high heat source and the cold heat source and that generates power using a temperature difference; the control device also controls the switching mechanism; during powering, the gas chamber of the low pressure reservoir The switching mechanism is switched to a state where the cold heat source is connected, the gas is taken out from the low pressure reservoir and sent to the cold heat source, so that the fed gas is expanded by the expansion valve, and the cold heat source is cooled. The And it is characterized in that it is configured to so that.

  According to this, the control device switches the switching mechanism to a state in which the gas chamber of the low-pressure reservoir and the cold heat source are connected during power running, and the gas that has been sent expands by taking out the gas from the low-pressure reservoir and sending it to the cold heat source. Since the cold heat source is cooled by being expanded by the valve, the thermoelectric element generates power due to a temperature difference between the high heat source and the cold heat source during powering. That is, since pressurization control is performed to pressurize the low-pressure reservoir during deceleration regeneration, gas can be taken out from the low-pressure reservoir for power generation by the thermoelectric element during powering.

  In a sixth aspect based on the third or fifth aspect, an electrically heated catalyst device is installed in the exhaust path of the engine, and the control device supplies power generated by the thermoelectric element. It is configured to control and supply the power generated by the thermoelectric element to the catalyst device when the catalyst device is in an inactive state.

  According to this, since the control device supplies the power generated by the thermoelectric element to the catalyst device when the electrically heated catalyst device is in an inactive state, the catalyst device is driven by the power generated by the thermoelectric element. It is activated early.

  In a seventh aspect based on the first aspect, the engine is a compressed air engine, and the control device sends the air from the low-pressure reservoir to the engine during operation of the engine, thereby It is comprised so that it may drive.

  According to this, since the control device drives the engine by sending air from the low-pressure reservoir to the engine during operation of the engine, the cruising distance is extended using the air in the low-pressure reservoir.

  An eighth invention is the seventh invention, further comprising a compressed air tank connected to the engine and storing compressed air, wherein a gas chamber of the high pressure accumulator is connected to the compressed air tank, and the control The apparatus controls the supply of air to the compressed air tank, and is configured to send air from the compressed air tank to the high-pressure accumulator during power running.

  According to this, since the control device sends air from the compressed air tank to the high pressure accumulator during power running, the internal pressure of the high pressure accumulator is increased by the air in the compressed air tank. Therefore, all the oil in the high pressure accumulator can be returned to the low pressure reservoir during power running.

  According to a ninth invention, in the seventh or eighth invention, the gas chamber of the high pressure accumulator is connected to the gas chamber of the low pressure reservoir, and the control device transfers the gas from the high pressure accumulator to the low pressure reservoir. It is also configured to control the supply of air and to supply excess pressure air from the high pressure accumulator to the low pressure reservoir during deceleration regeneration and when the internal pressure of the high pressure accumulator is higher than a predetermined pressure. It is characterized by being.

  According to this, when the control device is in deceleration regeneration and the internal pressure of the high pressure accumulator is higher than the predetermined pressure (high pressure), the excess pressure air is sent from the high pressure accumulator to the low pressure reservoir. The internal pressure of the low pressure reservoir rises due to the excess pressure of the accumulator. Therefore, it is possible to increase the amount of air sent from the low pressure reservoir to the engine when the engine is operating.

  According to the present invention, the regeneration system can be made compact while maintaining the function of sending oil from the low pressure reservoir to the high pressure accumulator during deceleration regeneration.

It is the schematic which shows the regeneration 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. 1 is a schematic diagram illustrating a configuration of an automobile according to a first embodiment. (A)-(d) is the schematic which shows the main structures of the regeneration system of the motor vehicle of Embodiment 1. FIG. 3 is a flowchart illustrating an example of control of the automobile regeneration system according to the first embodiment. FIG. 6 is a schematic diagram illustrating a configuration of a vehicle according to a first modification of the first embodiment. It is the schematic which shows the structure of the motor vehicle of the modification 2 of Embodiment 1. FIG. It is the schematic which shows the structure of the motor vehicle of Embodiment 2. FIG. (A)-(d) is the schematic which shows the main structures of the regeneration system of the motor vehicle of Embodiment 2. FIG. 6 is a time chart illustrating an example of control of the automobile regeneration system according to the second embodiment.

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

(Embodiment 1)
In FIG. 3, the outline | summary of the motor vehicle C which mounted the regeneration system ERS of this embodiment is shown. Since the basic configuration is the same as that of the automobile shown in FIG. 1, the same reference numerals are used for the configurations having the same functions, and the description thereof is omitted. In FIG. 3, 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 an oil pump motor 13 corresponding to the coupling mechanism 11 and the motor clutch 12 and the like. The drive mechanism is shown.

  The regenerative system ERS includes an engine 1, an oil pump motor 13, a high pressure accumulator 14, a low pressure reservoir 15, a first switching valve SV1, a second switching valve SV2 (switching mechanism), a cooling source 19, a control device 20, a battery 31, and a thermoelectric device. An element 32 and the like are provided, and the power can be generated using the exhaust heat of the engine 1 and the cold heat source 19.

  The engine 1 is a reciprocating engine. A throttle 17 is installed in the intake path 16 of the engine 1. In the exhaust path 35 of the engine 1, a first switching valve SV1, a catalyst device 36, an exhaust heat recovery device 37, and a muffler 38 are installed in this order from the upstream side.

  The catalyst device 36 is an electrically heated catalyst device.

  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 high heat source 40 is heated by the exhaust heat recovered by the exhaust heat recovery device 37.

  The oil pump motor 13 is a device that functions as one of an oil pump and a hydraulic motor.

  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.

  Air is used for buffering, and other gases may be used as long as the gas does not cause a gas-liquid phase change under the temperature and pressure of the use environment, such as nitrogen gas.

  The low-pressure reservoir 15 is provided with a pressure-resistant container 15a and a piston 15b that freely slides inside the container 15a. The inside of the low pressure reservoir 15 is partitioned into an oil chamber OR and a gas chamber GR by a piston 15b. If the capacity of the oil chamber OR increases due to the sliding of the piston 15b, the capacity of the gas chamber GR decreases accordingly, and if the capacity of the oil chamber OR decreases, the capacity of the gas chamber GR increases accordingly.

  The oil chamber OR communicates with the oil pump motor 13, and air that moves between the high pressure accumulator 14 is stored. Therefore, the amount of oil stored in the oil chamber OR changes according to the operation of the oil pump motor 13.

  On the other hand, air is stored in the gas chamber GR.

  The basic configuration of the high pressure accumulator 14 is the same as that of the low pressure reservoir 15.

  The low pressure reservoir 15 is provided with a gas inlet / outlet port 15c. The gas inlet / outlet port 15 c communicates with the gas chamber GR therein, and has a function of allowing air to enter and exit from the low pressure reservoir 15.

  The inflow pipe 22 is branched from the upstream side of the catalyst device 36 in the exhaust path 35. The inflow pipe 22 is connected to the second switching valve SV2. A heat exchanger 24 is installed at an intermediate portion of the inflow pipe 22. The heat exchanger 24 has a function of exchanging heat between the hot compressed air from the engine 1 and the outside air. Thereby, the compressed air from the engine 1 is cooled.

  The inflow pipe 22 is branched from the upstream side of the catalyst device 36 because the compressed air from the engine 1 is heated by the catalyst device 36 when branched from the downstream side.

  The first switching valve SV <b> 1 is installed at the branch portion of the inflow pipe 22 of the exhaust path 35. The first switching valve SV1 switches between a state in which the engine 1 and the catalyst device 36 are connected and a state in which the engine 1 and the inflow piping 22 are connected. The normal first switching valve SV1 is controlled so as to connect the engine 1 and the catalyst device 36 side.

  The second switching valve SV2 is connected to the reservoir pipe 21 connected to the gas inlet / outlet port 15c of the low-pressure reservoir 15, the inflow pipe 22 connected to the exhaust path 35, and the cold heat source 19 having the expansion valve EV. The outlet pipe 23 is connected. The second switching valve SV2 includes a state where the exhaust path 35 and the gas chamber GR of the low pressure reservoir 15 are connected, a state where the exhaust path 35 and the cold source 19 are connected, and a gas chamber GR and the cold source 19 of the low pressure reservoir 15. And switch to the connected state. As shown to (a) of FIG. 4, normal 2nd switching valve SV2 is controlled by the state (closed position) which interrupts | blocks a flow path.

  The thermoelectric element 32 has a function of generating electric power using a temperature difference. In the automobile C, the thermoelectric element 32 is installed between the high heat source 40 and the cold heat source 19. The thermoelectric element 32 is connected to the battery 31 and the catalyst device 36. The thermoelectric element 32 generates power based on the temperature difference between the high heat source 40 and the cold heat source 19 and stores the generated electricity in the battery 31 or supplies it to the catalyst device 36.

  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.

  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 of the automobile. For example, the control device 20 performs drive control of the engine 1 and the oil pump motor 13, switching control of the first switching valve SV1 and second switching valve SV2, supply control of electric power generated by the thermoelectric element 32, and the like.

  In this regenerative system ERS, the controller 20 causes the engine 1 to apply pressure to the low pressure reservoir 15 during deceleration regeneration and when the internal pressure of the low pressure reservoir 15 decreases due to the use of the compressed air of the low pressure reservoir 15 of the cold heat source 19. It is devised so that pressure can be applied.

  As shown in FIGS. 4B and 4C, when the oil in the high pressure accumulator 14 has not reached the upper limit, the power of the drive wheels 5 is input to the engine 1 and the oil pump motor 13 during the deceleration regeneration. The drive mechanisms 33 and 34 are switched to the state where the engine is operated, the throttle 17 is fully opened (WOT), and the first switching valve SV1 is switched to the state where the engine 1 and the inflow pipe 22 side are connected. Then, oil is sent from the low pressure reservoir 15 to the high pressure accumulator 14 by the oil pump motor 13 (functioning as an oil pump). In addition, the engine 1 (functioning as a pressure pump) is driven by the power of the drive wheels 5.

  At that time, as shown in FIG. 4B, if the internal pressure of the low-pressure reservoir 15 is lowered to a predetermined pressure P or lower due to the use of compressed air of the cold heat source 19 (low pressure), the control device 20 causes the exhaust path to The second switching valve SV2 is switched to a state in which 35 and the gas chamber GR of the low pressure reservoir 15 are connected. Thus, pressurization control is performed in which the engine 1 sends compressed air (exhaust gas) to the gas chamber GR of the low-pressure reservoir 15 through the exhaust path 35, the inflow pipe 22 and the reservoir pipe 21. Thereby, the internal pressure of the low pressure reservoir 15 rises.

  On the other hand, as shown in FIG. 4C, when the internal pressure of the low-pressure reservoir 15 is higher than the predetermined pressure P (high pressure), the controller 20 connects the exhaust path 35 and the cold heat source 19 with each other. The second switching valve SV2 is switched. Thus, gas feed control is performed in which the engine 1 sends compressed air to the cold heat source 19 through the exhaust path 35, the inflow pipe 22 and the outflow pipe 23. The supplied compressed air is expanded by the expansion valve EV, whereby the cold heat source 19 is cooled. Thereby, the thermoelectric element 32 generates electric power due to the temperature difference between the high heat source 40 and the cold heat source 19.

  As shown in FIG. 4D, when the oil pump motor 13 (functioning as a hydraulic motor) is activated (powering assist), the oil pump motor 13 discharges the high-pressure oil stored in the high-pressure accumulator 14. The driving wheel 5 is driven by force, and the oil in the high pressure accumulator 14 is returned to the low pressure reservoir 15.

  At that time, the control device 20 switches the second switching valve SV2 to a state in which the gas chamber GR of the low pressure reservoir 15 and the cold heat source 19 are connected. By doing so, gas extraction control for extracting compressed air from the low-pressure reservoir 15 and sending it to the cold heat source 19 is executed. The supplied compressed air is expanded by the expansion valve EV, whereby the cold heat source 19 is cooled. Thereby, the thermoelectric element 32 generates electric power due to the temperature difference between the high heat source 40 and the cold heat source 19.

  When the engine 1 is idling (stopped) and the catalyst device 36 is in an inactive state (when the temperature of the catalyst device 36 is lower than a predetermined temperature), the control device 20 causes the thermoelectric element 32 to Power supply control for supplying the generated power to the catalyst device 36 is executed.

  At other times, power storage control for storing the power generated by the thermoelectric element 32 in the battery 31 is executed.

  That is, in this regenerative system ERS, since the buffered compressed air accommodated in the low-pressure reservoir 15 is used as a heat source for cooling the cold heat source 19, 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 engine 1 that operates with the energy recovered from the drive wheels 5 during deceleration regeneration. Therefore, excellent energy recovery efficiency can be maintained without greatly losing energy.

  In order to control the regeneration system ERS, various sensors are installed in these devices. For example, the low pressure reservoir 15 is provided with a pressure sensor SP that measures the internal pressure.

  During driving of the automobile C, the measurement value of the sensor SP is output to the control device 20, and the control device 20 controls the regenerative system ERS based on this measurement value.

  FIG. 5 shows an example of the control.

  When the accelerator is not depressed and deceleration regeneration is started, the control device 20 switches the drive mechanisms 33 and 34 so that the power of the drive wheels 5 is input to the engine 1 and the oil pump motor 13 and fully opens the throttle 17. And the 1st switching valve SV1 is switched to the state which connects the engine 1 and the inflow piping 22 side (step S1).

  Then, the control device 20 checks whether or not the internal pressure of the low pressure reservoir 15 is equal to or lower than the predetermined pressure P based on the measured value of the pressure sensor SP (internal pressure of the low pressure reservoir 15) (step S2).

  When the internal pressure of the low-pressure reservoir 15 is equal to or lower than the predetermined pressure P (when there is not enough compressed air in the low-pressure reservoir 15) (YES in step S2), the control device 20 controls the exhaust passage 35 and the gas chamber of the low-pressure reservoir 15 The second switching valve SV2 is switched to a state where it is connected to the GR, and pressurization control for sending compressed air from the engine 1 to the low pressure reservoir 15 is executed (step S3).

  On the other hand, when the internal pressure of the low pressure reservoir 15 is higher than the predetermined pressure P (when there is sufficient compressed air in the low pressure reservoir 15) (NO in step S2), the control device 20 causes the exhaust path 35, the cold heat source 19, and The second switching valve SV2 is switched to a state in which is connected, and gas feeding control is performed to feed compressed air from the engine 1 to the cold heat source 19 (step S4).

  Thereby, the cold heat source 19 is cooled. As a result, the thermoelectric element 32 generates electricity due to the temperature difference between the high heat source 40 and the cold heat source 19.

  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.

  Then, the control device 20 checks whether or not the deceleration regeneration has ended (step S5). When the deceleration regeneration is finished (YES in step S5), the control device 20 finishes the control.

  On the other hand, when deceleration regeneration is continuing (NO in step S5), control device 20 returns control to step S2.

  According to the automobile C, since the power can be generated by efficiently using the exhaust heat and the compressed air in the low pressure reservoir 15, the energy recovery efficiency can be improved.

-Effect-
As described above, according to the present embodiment, the control device 20 inputs the power of the drive wheels 5 to the engine 1 during the deceleration regeneration, and sends the compressed air from the engine 1 to the low pressure reservoir 15 via the exhaust path 35. Thus, since the pressurization control for pressurizing the low pressure reservoir 15 is executed, oil can be fed from the low pressure reservoir 15 to the high pressure accumulator 14 at the time of deceleration regeneration without separately installing a device for sending compressed air to the low pressure reservoir 15. . Therefore, the regenerative system ERS can be made compact while maintaining the function of sending oil from the low pressure reservoir 15 to the high pressure accumulator 14 during deceleration regeneration.

  Moreover, since the control device 20 fully opens the throttle 17 in the pressurization control, the pumping loss is reduced. Therefore, the low pressure reservoir 15 can be sufficiently pressurized during the deceleration regeneration, and the deceleration regeneration amount of the oil pump motor 13 can be increased.

Further, when the control device 20 is at the time of deceleration regeneration and the internal pressure of the low pressure reservoir 15 is higher than the predetermined pressure P, the power of the drive wheels 5 is input to the engine 1, and the exhaust path 35 of the engine 1 and the cold heat switching the second switch valve SV2 to the state of connecting the source 19, by feeding the compressed air to the cold source 19 from the engine 1 through the exhaust path 35, the compressed air sent expands in the expansion valve EV, Since the cold heat source 19 is cooled, the thermoelectric element 32 generates electric power due to a temperature difference between the high heat source 40 and the cold heat source 19 when the regeneration is decelerated and the internal pressure of the low pressure reservoir is high.

In addition, since the heat exchanger 24 that cools the compressed air from the engine 1 is installed between the gas chamber GR of the low-pressure reservoir 15 and the exhaust path 35 of the engine 1, the heat exchanger 24 lowers the pressure from the engine 1. The compressed air sent to the reservoir 15 is cooled, and the volume of the compressed air is reduced by cooling the compressed air. Therefore, the compressed air from the engine 1 can be efficiently filled into the low pressure reservoir 15.

  Further, the control device 20 switches the second switching valve SV2 to a state where the gas chamber GR of the low pressure reservoir 15 and the cold heat source 19 are connected at the time of powering assistance, takes out the compressed air from the low pressure reservoir 15 and sends it to the cold heat source 19. Thus, the compressed air that has been sent is expanded by the expansion valve EV and the cold heat source 19 is cooled, so that the thermoelectric element 32 generates electric power due to the temperature difference between the high heat source 40 and the cold heat source 19 when assisting powering. That is, since the pressurization control for pressurizing the low pressure reservoir 15 at the time of deceleration regeneration is executed, the compressed air can be taken out from the low pressure reservoir 15 in order to generate power by the thermoelectric element 32 at the time of powering assistance.

  Further, since the control device 20 supplies the power generated by the thermoelectric element 32 to the catalyst device 36 when the electrically heated catalyst device 36 is in an inactive state, the catalyst is generated by the power generated by the thermoelectric element 32. Device 36 is activated early.

  In the present embodiment, the catalyst device 36 is an electrically heated catalyst device. However, for example, a normal catalyst device may be used.

-Modification 1-
This modification is different from the first embodiment in that the ignition timing of the engine 1 is retarded when the catalyst device 36 is in an inactive state, but the other points are the same as in the first embodiment. It is a configuration.

  In FIG. 6, the outline | summary of the motor vehicle C which mounted the regeneration system ERS of this modification is shown. Since the basic configuration is the same as that of the automobile shown in FIGS. 1 and 3, the same reference numerals are used for the configurations having the same functions, and the description thereof is omitted. In FIG. 6, illustration of the first switching valve SV1, the second switching valve SV2, the cold heat source 19, the battery 31, the thermoelectric element 32, the exhaust path 35, the high heat source 40, and the like is omitted.

  A drive wheel clutch 10 is installed between the transmission 3 and the coupling mechanism 11.

  When the catalyst device 36 is in an inactive state, the engine clutch 2 and the motor clutch 12 are connected and the drive wheel clutch 10 is disconnected by the control device 20 when the engine 1 is idling (stopped). Then, the oil pump motor 13 (functioning as a hydraulic motor) drives the engine 1 to satisfy the required torque by the discharge force of the high-pressure oil stored in the high-pressure accumulator 14, and the high-pressure accumulator 14 Oil is returned to the low pressure reservoir 15.

  At that time, the retard control for retarding the ignition timing of the engine 1 is executed. Thereby, the temperature of the exhaust gas rises, and the catalytic device 36 (see FIG. 3) is activated (warmed up).

  When the catalyst device 36 is in an inactive state, the engine clutch 2 and the drive wheel clutch 10 are connected by the control device 20 when the engine 1 is operating (powering assist, powering, constant speed travel), Advance angle control (torque up control) for advancing the ignition timing of the engine 1 based on the required torque of the automobile C and the like is executed.

  When the catalyst device 36 is in an inactive state, the engine clutch 2, the drive wheel clutch 10, and the motor clutch 12 are connected by the control device 20 during deceleration regeneration. Then, oil is sent from the low pressure reservoir 15 to the high pressure accumulator 14 by the oil pump motor 13 (functioning as an oil pump). Further, the engine 1 is driven by the power of the drive wheels 5 and the retard control of the engine 1 is executed. Thereby, the temperature of the exhaust gas rises and the catalytic device 36 is activated.

  When the catalyst device 36 is activated (when the temperature of the catalyst device 36 is equal to or higher than a predetermined temperature), the normal control for setting the ignition timing of the engine 1 to the normal timing is executed when the engine 1 is operated. .

-Effect-
As described above, according to the present modification, the same effect as in the first embodiment can be obtained.

  Further, since the control device 20 drives the engine 1 with the power of the oil pump motor 13 when the catalyst device 36 is in an inactive state and the engine 1 is idling, the oil pump motor 13 is used. The fuel efficiency is reduced while the catalytic device 36 is activated early.

-Modification 2-
This modification is different from the first embodiment in that the alternator 7 and the compressor 8 are driven by the power of the oil pump motor 13 when idling is stopped, but the other configurations are the same as in the first embodiment. It is.

  In FIG. 7, the outline | summary of the motor vehicle C which mounted the regeneration system ERS of this modification is shown. Since the basic configuration is the same as that of the automobile shown in FIGS. 1 and 3, the same reference numerals are used for the configurations having the same functions, and the description thereof is omitted. In FIG. 7, illustration of the first switching valve SV1, the second switching valve SV2, the cold heat source 19, the battery 31, the thermoelectric element 32, the exhaust path 35, the high heat source 40, and the like is omitted.

  The engine 1 has an idling stop function. The engine 1 is a cylinder deactivation engine having a function of deactivating part or all of a cylinder at a predetermined time. The output shaft of the engine 1 is connected to an alternator 7 via a belt 6 and to an air conditioning compressor 8 via a belt 6 and a clutch (not shown). The alternator 7 is connected to an ACC (accessory power supply) and a battery 9. The ACC is operated by the alternator 7 battery 10 when the alternator is stopped.

  A drive wheel clutch 10 is installed between the transmission 3 and the coupling mechanism 11.

  When idling is stopped, the control device 20 connects the engine clutch 2 and the motor clutch 12 and disengages the drive wheel clutch 10. Then, the oil pump motor 13 (functioning as a hydraulic motor) causes the engine 1 to satisfy the required power of the automobile C and the driving demand of the compressor 8 by the discharge force of the high pressure oil stored in the high pressure accumulator 14. Driven, the oil in the high pressure accumulator 14 is returned to the low pressure reservoir 15.

  At that time, the alternator 7 is driven by the power of the oil pump motor 13 via the engine 1 and the belt 6. Thereby, the alternator 7 generates power and supplies the generated electricity to the ACC. During cooling, the compressor 8 side clutch is engaged. Thus, the compressor 8 is driven by the power of the oil pump motor 13 via the engine 1, the belt 6 and the clutch. Moreover, the pumping loss of the engine 1 is suppressed by cylinder deactivation or the like.

-Effect-
As described above, according to the present modification, the same effect as in the first embodiment can be obtained.

  Further, since the control device 20 drives the alternator 7 and the compressor 8 with the power of the oil pump motor 13 when idling is stopped, the alternator 7 and the compressor 8 are also driven when idling is stopped.

  Moreover, since the alternator 7 is driven when idling is stopped, the ACC is operated by the alternator 7. Therefore, the life of the battery 9 can be extended.

(Embodiment 2)
This embodiment is different from the first embodiment in that the engine 1 is a compressed air engine, but the other points are the same as those in the first embodiment.

  In FIG. 8, the outline | summary of the motor vehicle C which mounted the regeneration system ERS of this embodiment is shown. Since the basic configuration is the same as that of the automobile shown in FIGS. 1 and 3, the same reference numerals are used for the configurations having the same functions, and the description thereof is omitted.

  The regenerative system ERS includes an engine 1, a compressed air tank 51, an oil pump motor 13, a high pressure accumulator 14, a low pressure reservoir 15, a first on-off valve OV1, a second on-off valve OV2, a third on-off valve OV3, a switching valve SV, a control. The apparatus 20 is configured.

  The engine 1 is a compressed air engine that is driven by compressed air whose atmospheric pressure level is the same as that of the compressed air in the low-pressure reservoir 15 (for example, 20 atmospheric pressure level).

  The compressed air tank 51 is connected to the engine 1 and stores, for example, compressed air at a level of 300 atm.

  The first on-off valve OV <b> 1 is installed in the compressed air tank 51. The first on-off valve OV1 connects the engine 1 and the compressed air tank 51 when in the open state. The normal first on-off valve OV1 is controlled to be closed.

  The high pressure accumulator 14 is provided with a container 14a having pressure resistance and a piston 14b that freely slides inside the container 14a. The inside of the high pressure accumulator 14 is partitioned into an oil chamber OR and a gas chamber GR by a piston 14b.

  The high pressure accumulator 14 is provided with a gas inlet / outlet port 14c and an oil inlet / outlet port 14d. The gas inlet / outlet port 14c communicates with the gas chamber GR inside the gas inlet / outlet port 14c and has a function of allowing the high-pressure accumulator 14 to enter and exit air. The oil inlet / outlet port 14d communicates with the gas chamber GR therein, and has a function of allowing oil to enter / exit the high pressure accumulator 14.

  The second on-off valve OV <b> 2 is installed at the gas inlet / outlet 14 c of the high pressure accumulator 14. The second on-off valve OV2 connects the gas chamber GR of the high pressure accumulator 14 and the compressed air tank 51 or the switching valve SV side when in the open state. The normal second on-off valve OV1 is controlled to be closed.

  The third on-off valve OV3 is installed at the oil inlet / outlet port 14d of the high-pressure accumulator 14. The third on-off valve OV3 connects the oil chamber OR of the high pressure accumulator 14 and the oil chamber OR (oil pump motor 13) of the low pressure reservoir 15 when in the open state. The normal third on-off valve OV3 is controlled to be closed.

  The switching valve SV includes a reservoir pipe 61 connected to the gas inlet / outlet port 15c of the low pressure reservoir 15, an air supply path of the engine 1 (path for supplying compressed air from the compressed air tank 51 to the engine 1), and an exhaust path (not shown). ) And an inflow pipe 63 connected to the second on-off valve OV2 (gas inlet / outlet 14c of the high pressure accumulator 14). The switching valve SV is in a state where the air supply path or exhaust path of the engine 1 is connected to the gas chamber GR of the low pressure reservoir 15, and the gas of the second on-off valve OV <b> 2 (the gas chamber 14 of the high pressure accumulator 14) and the low pressure reservoir 15. The state is switched between a state in which the chamber GR is connected and a state in which the air supply path or exhaust path of the engine 1 and the second on-off valve OV2 and the gas chamber GR of the low-pressure reservoir 15 are connected. As shown to (a) of FIG. 9, the normal switching valve SV is controlled by the state (closed position) which interrupts | blocks a flow path.

  The control device 20 has a function of comprehensively controlling deceleration regeneration and power running of the automobile. For example, the control device 20 also performs drive control of the engine 1 and the oil pump motor 13, opening / closing control of the first to third opening / closing valves OV1 to OV3, switching control of the switching valve SV, and the like.

  In this regeneration system ERS, the controller 20 is devised so that the engine 1 can pressurize the low pressure reservoir 15 during deceleration regeneration.

  As shown in FIG. 9B, when the oil in the high pressure accumulator 14 has not reached the upper limit, the power of the drive wheels 5 is transferred to the engine 1 and the oil pump motor 13 by the control device 20 during the deceleration regeneration. The drive mechanism of the engine 1 and the oil pump motor 13 in the input state (the drive mechanism of the engine 1 corresponds to the engine clutch 2, the transmission 3, etc. The drive mechanism of the oil pump motor 13 is the coupling mechanism 11, the motor clutch 12, etc. And the third on-off valve OV3 is opened, and the switching valve SV is switched to a state where the exhaust path of the engine 1 and the gas chamber GR of the low-pressure reservoir 15 are connected. Then, oil is sent from the low pressure reservoir 15 to the high pressure accumulator 14 by the oil pump motor 13 (functioning as an oil pump). The engine 1 (functioning as a pressurizing pump) is driven by the power of the drive wheels 5, and the engine 1 supplies compressed air (exhaust gas) to the gas chamber GR of the low-pressure reservoir 15 through the exhaust path, the inflow / outflow line 62 and the reservoir line 61. The pressurizing control for feeding is executed. Thereby, the internal pressure of the low pressure reservoir 15 rises.

  If the internal pressure of the high pressure accumulator 14 has risen to a predetermined pressure P1 or higher during deceleration regeneration (high pressure), the control device 20 opens the second on-off valve OV2, and the gas in the second on-off valve OV2 and the low-pressure reservoir 15 The switching valve SV is switched to a state in which the chamber GR is connected. Then, pressurization control is performed in which compressed air for excess pressure is sent from the high pressure accumulator 14 to the low pressure reservoir 15. Thereby, the internal pressure of the low pressure reservoir 15 rises.

  At this time, if the internal pressure of the low pressure reservoir 15 is lower than the predetermined pressure (low pressure), the control device 20 connects the exhaust path of the engine 1 and the second on-off valve OV2 to the gas chamber GR of the low pressure reservoir 15. The switching valve SV is switched to the state, and pressurization control in which the engine 1 sends compressed air to the gas chamber GR of the low-pressure reservoir 15 is also executed.

  As shown in FIG. 9C, when the oil pump motor 13 (functioning as a hydraulic motor) is operated (powering assist), the oil pump motor 13 discharges the high-pressure oil stored in the high-pressure accumulator 14. The driving wheel 5 is driven by force, and the oil in the high pressure accumulator 14 is returned to the low pressure reservoir 15.

  At that time, the control device 20 opens the second on-off valve OV2. Thus, pressurization control for sending compressed air from the compressed air tank 51 to the high pressure accumulator 14 is executed. Thereby, the internal pressure of the high pressure accumulator 15 rises.

  As shown in FIG. 9 (d), if the internal pressure of the low-pressure reservoir 15 rises to a predetermined pressure P2 or more (high pressure) when the engine 1 is operating (powering assist, powering, constant speed running). The control device 20 switches the switching valve SV to a state in which the air supply path of the engine 1 and the gas chamber GR of the low pressure reservoir 15 are connected. Thus, engine drive control for sending compressed air from the low pressure reservoir 15 to the engine 1 is executed. The engine 1 drives the drive wheels 5 by the compressed air that has been sent.

  If the internal pressure of the low pressure reservoir 15 is equal to or higher than the pressure P2, the predetermined pressure P2 is set to a pressure that satisfies the required torque of the automobile C by the compressed air from the low pressure reservoir 15, and is set to, for example, a 20 atm level. Is done.

  On the other hand, if the internal pressure of the low pressure reservoir 15 is lower than the predetermined pressure P2 (low pressure) during operation of the engine 1, the control device 20 opens the first on-off valve OV1. Thus, engine drive control for sending compressed air from the compressed air tank 51 to the engine 1 is executed. The engine 1 drives the drive wheels 5 by the compressed air that has been sent.

  In order to control the regeneration system ERS, various sensors are installed in these devices. For example, the high pressure accumulator 14 is provided with a first pressure sensor SP1 that measures the internal pressure. The low pressure reservoir 15 is provided with a second pressure sensor SP2 for measuring the internal pressure.

  During driving of the automobile C, the measured values of the sensors SP1 and SP2 are output to the control device 20, and the control device 20 controls the regenerative system ERS based on the measured values.

  FIG. 10 shows an example of the control.

  The graph of FIG. 10 represents the traveling pattern of the automobile C. A thick line indicates a period during which the oil pump motor 13 is operating. A thin line indicates a period during which the engine 1 is operating.

  At the time of start-up, the third on-off valve OV3 is opened, and the driving wheel 5 is driven by the oil pump motor 13 (hydraulic motor) with power running assistance. At that time, the second on-off valve OV2 is also opened, and the compressed air is sent from the compressed air tank 51 to the high pressure accumulator 14. Accordingly, the internal pressure of the high pressure accumulator 15 increases.

  Thereafter, when the speed reaches V1, the engine 1 is switched to driving (time: t1). At that time, since the internal pressure of the low pressure reservoir 15 is lower than the predetermined pressure P2, the first on-off valve OV1 is opened, and the compressed air is sent from the compressed air tank 51 to the engine 1.

  Thereafter, the vehicle travels at a speed V1 until a predetermined time (time: t2) is reached.

  Then, it decelerates and stops (time: t3). At that time, the third on-off valve OV3 is opened, the drive mechanism is switched to a state where the power of the drive wheels 5 is input to the oil pump motor 13, and deceleration regeneration is performed. At that time, the drive mechanism is switched to a state where the power of the drive wheels 5 is also input to the engine 1, and the switching valve SV is switched to a state where the exhaust path of the engine 1 and the gas chamber GR of the low-pressure reservoir 15 are connected. When the engine 1 starts to be driven, compressed air is sent from the engine 1 to the gas chamber GR of the low pressure reservoir 15.

  Then, it stops until it reaches a predetermined time (time: t4). At that time, if the internal pressure of the low pressure reservoir 15 has risen to a predetermined pressure P2 or more, the switching valve SV is switched to a state in which the air supply path of the engine 1 and the gas chamber GR of the low pressure reservoir 15 are connected. Compressed air is sent from the engine 1 to the engine 1. On the other hand, if the internal pressure of the low pressure reservoir 15 is lower than the predetermined pressure P2, the first on-off valve OV1 is opened, and the compressed air is sent from the compressed air tank 51 to the engine 1.

  Thereafter, power running assistance is performed. At that time, compressed air is sent from the compressed air tank 51 to the high pressure accumulator 14.

  Thereafter, when the speed becomes V2 (<V1), the engine 1 is switched to driving (time: t5). At that time, since the internal pressure of the low-pressure reservoir 15 has risen to the predetermined pressure P2 or more, compressed air is sent from the low-pressure reservoir 15 to the engine 1.

  Thereafter, the vehicle travels at a speed V2 until a predetermined time (time: t6) is reached.

  Thereafter, the vehicle decelerates and stops (time: t7). At that time, deceleration regeneration is performed. At that time, compressed air is sent from the engine 1 to the gas chamber GR of the low-pressure reservoir 15.

  Then, it stops until it reaches a predetermined time (time: t8). At that time, compressed air is fed into the engine 1 from the low pressure reservoir 15 or the compressed air tank 51.

  Thereafter, power running assistance is performed. At that time, compressed air is sent from the compressed air tank 51 to the high pressure accumulator 14.

  Thereafter, when the speed reaches V2, the engine 1 is switched to driving (time: t9). At that time, since the internal pressure of the low-pressure reservoir 15 has risen to the predetermined pressure P2 or more, compressed air is sent from the low-pressure reservoir 15 to the engine 1.

  Thereafter, the vehicle travels at a speed V2 until a predetermined time (time: t10) is reached. At that time, since the internal pressure of the low pressure reservoir 15 is lower than the predetermined pressure P2, the compressed air is sent from the compressed air tank 51 to the engine 1.

-Effect-
As described above, according to the present embodiment, the control device 20 inputs the power of the drive wheels 5 to the engine 1 during deceleration regeneration, and sends the ash air from the engine 1 to the low pressure reservoir 15 via the exhaust path. Since the pressurization control for pressurizing the low-pressure reservoir 15 is executed, oil can be sent from the low-pressure reservoir 15 to the high-pressure accumulator 14 at the time of deceleration regeneration without installing a separate device for sending the compressed air to the low-pressure reservoir 15. Therefore, the regenerative system ERS can be made compact while maintaining the function of sending oil from the low pressure reservoir 15 to the high pressure accumulator 14 during deceleration regeneration.

  Further, since the control device 20 drives the engine 1 by sending the compressed air from the low pressure reservoir 15 to the engine 1 when the engine 1 is operating, the cruising distance is extended using the compressed air of the low pressure reservoir 15.

  Moreover, since the control device 20 sends compressed air from the compressed air tank 51 to the high pressure accumulator 14 during powering assistance, the internal pressure of the high pressure accumulator 14 is increased by the compressed air in the compressed air tank 51. Therefore, all the oil in the high-pressure accumulator 14 can be returned to the low-pressure reservoir 15 during powering assistance.

  Further, when the control device 20 is at the time of deceleration regeneration and the internal pressure of the high pressure accumulator 14 is higher than the predetermined pressure P1 (high pressure), the excess compressed air is sent from the high pressure accumulator 14 to the low pressure reservoir 15. Therefore, the internal pressure of the low pressure reservoir 15 rises due to the excess pressure of the high pressure accumulator 14. Therefore, the amount of air sent from the low pressure reservoir 15 to the engine 1 during operation of the engine 1 can be increased.

(Other embodiments)
As long as it does not deviate from the gist of the present invention, the constituent elements of the respective embodiments may be arbitrarily combined.

  As described above, the regenerative system for a vehicle according to the present invention is applied to applications that require a compact regenerative system while maintaining the function of sending oil from a low pressure reservoir to a high pressure accumulator during deceleration regeneration. be able to.

1 Engine 5 Drive Wheel 13 Oil Pump Motor 14 High Pressure Accumulator 15 Low Pressure Reservoir 16 Intake Path 17 Throttle 19 Cold Heat Source 20 Controller 24 Heat Exchanger 32 Thermoelectric Element 35 Exhaust Path 36 Catalytic Device 37 Exhaust Heat Recovery Device 40 High Heat Source 51 Compression Air tank C Car (vehicle)
ERS regenerative system EV expansion valve OR oil chamber GR gas chamber SV2 second switching valve (switching mechanism)

Claims (9)

A vehicle regeneration system comprising 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 and gas under pressure Because
Engine,
A control device for controlling the driving of the engine;
A gas chamber of the low-pressure reservoir is connected to an exhaust path of the engine;
The controller is
At the time of deceleration regeneration, the pressure of the driving wheel is input to the engine and gas is sent from the engine to the low pressure reservoir through the exhaust path, thereby performing pressurization control to pressurize the low pressure reservoir. Vehicle regenerative system characterized by that. The vehicle regeneration system according to claim 1,
A throttle is installed in the intake path of the engine,
The controller is
In the pressurization control, the vehicle regeneration system is configured to fully open the throttle. In the vehicle regeneration system according to claim 1 or 2,
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 cold source having an expansion valve;
A switching mechanism that switches between a state of connecting the exhaust path of the engine and the gas chamber of the low-pressure reservoir and a state of connecting the exhaust path of the engine and the cold heat source;
A thermoelectric element that is installed between the high heat source and the cold heat source and generates power using a temperature difference;
The controller is
Also controls the switching mechanism,
During deceleration regeneration, when the internal pressure of the low pressure reservoir is higher than a predetermined pressure, the power of the drive wheels is input to the engine, and the exhaust path of the engine and the cold heat source are connected to each other. switching the switching mechanism, by feeding the gas to the cold heat source through the exhaust path from the engine, and the fed gas is expanded at the expansion valve, the cold source is configured to be cooled A regenerative system for a vehicle. The vehicle regeneration system according to claim 3, wherein
A regenerative system for a vehicle, further comprising a heat exchanger that is installed between a gas chamber of the low-pressure reservoir and an exhaust path of the engine and cools the gas from the engine. In the vehicle regeneration system according to claim 1 or 2,
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 cold source having an expansion valve;
A switching mechanism for switching between a state of connecting the exhaust path of the engine and the gas chamber of the low-pressure reservoir and a state of connecting the gas chamber of the low-pressure reservoir and the cold source;
A thermoelectric element that is installed between the high heat source and the cold heat source and generates power using a temperature difference;
The controller is
Also controls the switching mechanism,
At the time of power running, the switching mechanism is switched to a state in which the gas chamber of the low-pressure reservoir is connected to the cold heat source, the gas is taken out from the low-pressure reservoir and sent to the cold heat source. The vehicle regeneration system is configured to expand and cool the cold heat source. The vehicle regeneration system according to claim 3 or 5,
In the exhaust path of the engine, an electrically heated catalyst device is installed,
The controller is
Controlling the supply of power generated by the thermoelectric element;
A vehicle regeneration system configured to supply power generated by the thermoelectric element to the catalyst device when the catalyst device is in an inactive state. The vehicle regeneration system according to claim 1,
The engine is a compressed air engine;
The controller is
A vehicle regenerative system configured to drive the engine by sending air from the low-pressure reservoir to the engine when the engine is operated. The vehicle regeneration system according to claim 7,
A compressed air tank connected to the engine and storing compressed air;
The gas chamber of the high pressure accumulator is connected to the compressed air tank,
The controller is
Also controls the supply of air to the compressed air tank,
A vehicle regenerative system configured to send air from the compressed air tank to the high pressure accumulator during power running. The vehicle regeneration system according to claim 7 or 8,
The gas chamber of the high pressure accumulator is connected to the gas chamber of the low pressure reservoir;
The controller is
Controlling the supply of air from the high pressure accumulator to the low pressure reservoir;
A vehicle configured to send excess pressure of air from the high pressure accumulator to the low pressure reservoir during deceleration regeneration and when the internal pressure of the high pressure accumulator is higher than a predetermined pressure. Regenerative system.

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