JP6662032B2 - Automotive energy regeneration system - Google Patents

Description

  The present disclosure relates to an energy regeneration system for an automobile.

  Patent Literature 1 discloses a generator that generates regenerative electric power by generating electric power by running energy at the time of vehicle braking, a compressor that forms a part of a refrigeration cycle device for air conditioning and is driven by an engine or an air conditioning compressor drive motor, A regenerative braking device for a vehicle includes a regenerative control unit that performs control for recovering vehicle inertia energy during vehicle braking as power generated by a generator and driving power or driving power of a compressor. Such a regenerative braking device has a battery capable of storing and discharging electric power output from a generator, and a regenerative storage device provided in the refrigerating cycle device and capable of adjusting cold storage and cooling, and a regenerative control unit includes: It is described that a regenerator is operated for regenerative operation during braking.

  Patent Literature 2 is applied to a vehicle including an in-vehicle accessory driven by the power of an internal combustion engine and electronically controllable, and an energy storage unit that stores energy generated by driving the in-vehicle accessory. A vehicle control device that performs regenerative control for driving an in-vehicle accessory to convert kinetic energy of the vehicle into drive energy of an in-vehicle accessory under a situation in which a vehicle deceleration instruction is issued is described. The vehicle control device controls the on-vehicle auxiliary device so as to allow a margin for the energy storage amount of the energy storage unit during a period other than a period in which the regenerative control is performed and during traveling of the vehicle. Is described.

JP 2003-158801 A JP 2012-111270 A

  In the vehicle regenerative braking device described in Patent Literature 1, the regenerative control unit causes the regenerator to perform a cold storage operation during vehicle braking. However, when the regenerative operation is performed even when the charge rate of the battery falls below the lower limit, the battery is overdischarged. It may be.

  The vehicle control device described in Patent Literature 2 controls the driving of the on-vehicle auxiliary equipment so as to allow a margin for the energy storage amount during a period other than the period during which the regenerative control is performed and while the vehicle is running. However, there is no description that the vehicle-mounted accessory is selected to regenerate energy depending on the state of charge of the battery or the operation state of the refrigeration cycle device (air conditioner) during the period in which the regenerative control is performed.

  In view of the above circumstances, at least one embodiment of the present invention has an object to provide an automobile energy regeneration system that can increase the efficiency of energy regeneration during braking of an automobile according to the operation state of a compressor. I do.

(1) An energy regeneration system for a vehicle according to at least one embodiment of the present invention serves as a power source of power for starting the engine when starting the engine, and generates power using power transmitted from the engine after the engine is started. A motor-generator that supplies power to the motor-generator when the engine is started, and a battery that is charged with the power generated by the motor-generator, and a refrigeration cycle device for air conditioning, A compressor driven by power transmitted from the engine, and a regenerator provided on an evaporator constituting the refrigerating cycle device, which is cooled by cold air from the evaporator and stored, and cools when the temperature exceeds a reference temperature. Controlling the motor-generator and the compressor to transfer inertial energy during braking of the motor vehicle to the motor-generator. It is recovered to the battery through, or, and a regeneration control device for collecting the cold storage device via the compressor, the regenerative control device includes a driving condition of the compressor, and the charging rate of the battery, the evaporator Based on the temperature of the outlet cool air after passing through the regenerator cooled by the regenerator, the regenerative recovery performed by the battery and the regenerative recovery performed by the regenerator are controlled , the compressor is driven, and the battery is charged. When the rate is equal to or higher than a predetermined lower limit value and the temperature of the outlet cool air is lower than a first predetermined temperature, the cool storage device stores the cold through the compressor and the battery through the motor generator. To recover the inertial energy .

According to the configuration of the above (1), the regenerative control device, when the compressor is driven, the charging rate of the battery is equal to or higher than the predetermined lower limit value, and the temperature of the outlet cool air is equal to or higher than the first predetermined temperature, The inertial energy during braking of the vehicle is stored in the cool storage device via the compressor and recovered in the battery via the motor generator. Thereby, on the condition that the compressor is driven and the state of charge of the battery is equal to or higher than the predetermined lower limit, the efficiency of energy regeneration during braking of the vehicle can be improved.

(2) In some embodiments, in the configuration of (1), when the charging rate of the battery is equal to or higher than a predetermined lower limit and the temperature of the outlet cool air is equal to or higher than a first predetermined temperature, Cooling is stored in the cold storage device via the compressor.
According to the configuration of the above (2), the regenerative control device controls the inertia energy during braking of the vehicle when the charging rate of the battery is equal to or higher than the predetermined lower limit and the temperature of the outlet cool air is equal to or higher than the first predetermined temperature. Is stored in the regenerator through the compressor, so that the efficiency of energy regeneration during braking of the vehicle can be improved in accordance with the operating state of the compressor, provided that the charge rate of the battery is equal to or higher than a predetermined lower limit. it can.

(3) In some embodiments, in the configuration of the above (1) or (2) , when the state of charge of the battery is less than a predetermined lower limit, the battery is collected by the battery via the motor generator. .
According to the configuration of the above (3) , when the charge rate of the battery is less than the predetermined lower limit value, the regenerative control device causes the battery to recover via the motor generator, thereby avoiding running out of battery (power shortage). can do.

(4) In some embodiments, in any one of the above configurations (1) to (3) , the motor generator includes a belt hung between the motor generator and a crank pulley provided on an output shaft of the engine. It is a belt type starter generator that was passed.
According to the configuration (4) , the belt-type starter generator circulates the belt stretched between the starter generator and the crank pulley provided on the output shaft of the engine to start the engine and transmit the belt from the engine. It is driven by power to generate electricity. Thereby, large electric power can be regenerated.

In (5) some embodiments, in any configuration of one of the above (1) (3), the regeneration control device, the charging rate of the battery is equal to or greater than the predetermined margin value, of the outlet cold When the temperature is higher than a second predetermined temperature higher than the first predetermined temperature, the compressor is driven by using the motor generator as a power source to cause the regenerator to cool.
According to the configuration (5) , when the charge rate of the battery is equal to or greater than the predetermined margin value and the temperature of the outlet cool air is higher than the second predetermined temperature that is higher than the first predetermined temperature, the motor generator is powered. Since the compressor is driven as a source, the compressor can be driven even during braking, and the interior of the vehicle can be cooled.

  According to at least one embodiment of the present invention, it is possible to increase the efficiency of energy regeneration during braking of an automobile according to the operating state of a compressor.

1 is a system configuration diagram schematically illustrating a device configuration of an energy regeneration system for a vehicle according to an embodiment of the present invention. FIG. 2 is a system configuration diagram schematically illustrating a control configuration of an energy regeneration system of the vehicle illustrated in FIG. 1. FIG. 3 is a flowchart showing a control procedure of the energy regeneration system of the vehicle shown in FIGS. 1 and 2.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in the embodiments or shown in the drawings are not intended to limit the scope of the present invention thereto, but are merely illustrative examples. Absent.
For example, expressions representing relative or absolute arrangement such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric” or “coaxial” are strictly described. Not only does such an arrangement be shown, but also a state of being relatively displaced by an angle or distance that allows the same function to be obtained.
Also, for example, an expression representing a shape such as a square shape or a cylindrical shape not only represents a shape such as a square shape or a cylindrical shape in a strictly geometrical sense, but also a concave and convex portion as long as the same effect can be obtained. A shape including a chamfered portion and the like is also represented.
On the other hand, the expression “comprising”, “comprising”, “including”, “including”, or “having” one component is not an exclusive expression excluding the existence of another component.

FIG. 1 is a configuration diagram schematically showing a configuration of an automobile energy regeneration system 1 according to one embodiment of the present invention, and FIG. 2 is a schematic diagram showing a control configuration of the automobile energy regeneration system 1 shown in FIG. FIG. 1 is a system configuration diagram schematically shown.
As shown in FIG. 1, an automobile energy regeneration system 1 according to an embodiment of the present invention regenerates inertial energy at the time of braking of an automobile to a battery 2 or a cold storage device 3. 5, a refrigeration cycle device 6, and an auxiliary device control device 7.

The engine 4 is a power source of the vehicle, and is controlled by a control device 8 for the engine 4 (hereinafter, referred to as “engine ECU 8”). The engine ECU 8 acquires various information from the accelerator position sensor 81, the brake master cylinder 82, the vehicle speed sensor 83, and the like, and controls the engine 4 based on the amount of depression of the accelerator pedal, the pressure of the brake master cylinder 82, the vehicle speed, and the like.
A crank pulley 41 is provided at one end of a crankshaft (not shown) serving as an output shaft of the engine 4. The crank pulley 41 is for driving auxiliary machines (motor generator 5, compressor 61 (compressor), water pump (not shown), etc.), and has a V-shaped groove (not shown) on its outer periphery. Is provided. The crank pulley 41 according to the present embodiment is provided with a plurality of rows (for example, two rows) of V-shaped grooves in the axial direction of the crankshaft.

The motor generator 5 is a device that serves as a power source of motive power for starting the engine 4 when the engine 4 is started and generates power using motive power transmitted from the engine 4. The motor generator 5 is configured by a starter generator that starts the engine 4 when the vehicle starts moving and that generates electric power by power transmitted from the engine 4 after the engine 4 starts. The starter generator according to the present embodiment includes a belt-type starter generator 50 (hereinafter, referred to as “SG50”) in which a belt 52 (V-belt) is stretched between a crank pulley 41 provided on a crankshaft of the engine 4. Has been adopted.
The SG 50 is arranged such that its rotation axis (input / output axis) is parallel to the crankshaft of the engine 4, and a pulley 51 (hereinafter, referred to as “SG pulley 51”) is provided on the rotation axis. The SG pulley 51 is provided with a V-shaped groove (not shown) having the same shape as the crank pulley 41 on the outer periphery thereof, and a belt 52 is stretched between the SG pulley 51 and the crank pulley 41. In the SG 50 according to the present embodiment, a belt 52 is stretched between a V-groove provided on the engine side (base end side) of the crankshaft in the axial direction.

The battery 2 supplies electric power to the motor generator 5 (SG50) when the engine 4 is started, while charging the electric power generated by the motor generator 5. In addition, a secondary battery charged with regenerative power, for example, a lithium ion battery having a high energy density may be used. The voltage and current of the battery 2 are monitored by a voltage sensor 21 and a current sensor 22, and the state of charge (SOC) of the battery 2 is managed by a battery 2 management unit 9 (hereinafter, referred to as "BMU 9").
Further, the battery 2 is connected to various electric loads 23 such as a rear defroster and a fog lamp, and supplies power to the various electric loads.

The refrigeration cycle device 6 is for cooling or dehumidifying the interior of the vehicle, and includes a compressor 61 (compressor), a condenser 62 (condenser), an expansion valve 63 (expansion valve), and an evaporator 64 (evaporator). It is provided with.
The compressor 61 is for compressing the refrigerant circulating in the refrigeration cycle apparatus 6 into a high-pressure gas state, and power for driving the compressor 61 is transmitted from the engine 4. The compressor 61 incorporates an electromagnetic magnet clutch (not shown). The magnet clutch is switched on and off at an arbitrary timing, and the compressor 61 is driven. On the other hand, the magnet clutch is disconnected at an arbitrary timing, and the compressor 61 runs idle.
The compressor 61 is arranged so that its rotating shaft (input shaft) is parallel to the crankshaft of the engine 4, and the rotating shaft is provided with a pulley 611 (hereinafter referred to as “air conditioner pulley 611”). The air conditioner pulley 611 is provided with a V-shaped groove (not shown) having the same shape as the crank pulley 41 on the outer periphery thereof, and a belt 65 is stretched between the pulley 611 and the crank pulley 41. In the compressor 61 according to the present embodiment, a belt 65 is stretched between the compressor 61 and a V-groove provided on the axially open side of the crankshaft. The belt 65 is also stretched over a pulley 42 (hereinafter, referred to as a “pump pulley 42”) that drives a water pump provided in the engine 4, and the power transmitted from the crank pulley 41 is transmitted to the water pump and the compressor 61. Drive.

  The condenser 62 liquefies the high-temperature, high-pressure gaseous refrigerant due to the compression by the compressor 61. The high-temperature, high-pressure gaseous refrigerant (refrigerant gas) in the compressor 61 is cooled by running wind or a fan to liquefy. Is done.

  The expansion valve 63 facilitates atomization of the refrigerant (refrigerant liquid) that has become a high-pressure liquid by condensation by the condenser 62, and the refrigerant (refrigerant liquid) that has become high-temperature and high-pressure in the condenser 62 is passed through the expansion valve 63. It becomes a low-pressure mist-like refrigerant and is easily vaporized.

  The evaporator 64 is a device in which the low-pressure mist formed by atomization by the expansion valve 63 removes heat from the surrounding air (heat exchange), and the low-pressure mist formed by the expansion valve 63 removes heat from the surrounding air. It takes heat from the air and becomes a low-temperature, low-pressure gaseous refrigerant.

  Further, the evaporator 64 is configured to include the cool storage device 3. The cool storage device 3 is cooled by cold air from the evaporator 64 to be stored therein, and is allowed to cool when the temperature exceeds a reference temperature (set temperature), and is provided inside the evaporator 64. The regenerator 3 is filled with a regenerator such as paraffin, stores cold heat exchanged by the evaporator 64 (cold storage), and operates when the temperature of the refrigerant becomes equal to or higher than the reference temperature such as when the compressor 61 is stopped. The stored cold heat is released (cooling).

  The accessory control device 7 (hereinafter, referred to as “accessory ECU”) controls the accessory such as the SG 51 and the compressor 61 described above, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer, and the like.

In addition to the engine ECU 8 and the BMU 9, the input / output device includes an air conditioner switch 71, a defroster switch 72, an outside air temperature sensor 73, a vehicle interior temperature sensor 74, an insolation sensor 75, and an exit temperature sensor 77 provided near the evaporator 64. A G sensor 78 and a tilt sensor 79 provided on the automobile are connected (see FIG. 2). As a result, the auxiliary device control device 7 provides the accelerator opening, the brake master cylinder pressure, the vehicle speed, the state of charge (SOC) of the battery 2, the on / off of the air conditioner switch 71, the on / off of the defroster switch 72, and the outside air. The temperature, the vehicle interior temperature, the amount of sunlight, the temperature of the cool air at the exit of the evaporator 64, the acceleration of the vehicle, and the inclination of the vehicle are input.
In addition, auxiliary devices such as the SG 50 and the compressor 61 are connected to the input / output device. Thus, the auxiliary devices such as the SG 50 and the compressor 61 are controlled by the control signal output from the auxiliary device control device 7.

  The storage device stores various data in addition to the control program. The various data include the history of the outside air temperature, the vehicle interior temperature, and the like input from the input / output device, and the central processing unit calculates the maximum vehicle interior temperature and the minimum vehicle interior temperature of the day.

The auxiliary device ECU 7 includes a regeneration control unit 70. Thus, the auxiliary device ECU 7 also functions as a regeneration control device.
The regenerative control unit 70 regenerates inertia energy as electric power or cold by controlling the SG 50 and the compressor 61 during braking of the vehicle. When the inertia energy is regenerated as electric power, the kinetic energy is converted into electric power via the SG 50 by operating the SG 50 and collected in the battery 2. When the inertia energy is regenerated as cold heat, the clutch of the compressor 61 is connected to convert the inertia energy into cold heat via the refrigeration cycle device 6 and collect the cold energy into the cold storage device 3.

Further, the auxiliary device ECU 7 (regenerative control device) according to the present embodiment determines that the temperature of the outlet cool air of the evaporator 64 constituting the refrigeration cycle device 6 is such that the charging rate (SOC) of the battery 2 is equal to or higher than a predetermined lower limit value. When the temperature is equal to or higher than the first predetermined temperature, the compressor 61 is driven by the inertial energy so that the cold storage device 3 stores cold heat. The predetermined lower limit is set, for example, to a value obtained by adding a margin to the minimum power required for the vehicle, and is arbitrarily set between 15% and 20%, for example.

In addition, the auxiliary device ECU 7 (regenerative control device) according to the present embodiment is configured such that the charging rate (SOC) of the battery 2 is equal to or higher than a predetermined margin value and the temperature of the outlet cool air of the evaporator 64 is equal to the first predetermined temperature. When the temperature is higher than a second predetermined temperature higher than the second predetermined temperature, the compressor 61 is driven using the SG 50 as a power source. The predetermined margin value is set, for example, to a value obtained by adding a sufficient margin to a predetermined lower limit value, and is arbitrarily set, for example, from 70% to a full charge.

FIG. 3 is a flowchart showing a control procedure of the automobile energy regeneration system 1 shown in FIGS. 1 and 2.
In the energy regeneration system 1 according to the embodiment of the present invention, in the regeneration control unit 70, the current outside air temperature, the maximum vehicle interior temperature, the minimum vehicle interior temperature, the presence or absence of solar radiation, the temperature of the cool air at the outlet of the evaporator 64, the rear defroster and the fog lamp It collects vehicle power demands and the like required from the above. Further, based on the information and the ON frequency of the air conditioner switch 71, the resistance to the heat of the user (for example, the driver) who gets on the car is determined.

  As shown in FIG. 3, in the energy regeneration system 1 according to the present embodiment, when the engine 4 is started, first, in the regeneration control unit 70, the outside air temperature (measured value) measured by the outside air temperature sensor 73 and the vehicle interior temperature The vehicle interior temperature (measured value) measured by the sensor 74 and the presence / absence of solar radiation measured by the solar radiation sensor 75, more specifically, the amount of solar radiation are acquired (step S1).

  Next, the regeneration control unit 70 determines whether or not energy regeneration is possible (step S2). Whether or not the energy can be regenerated is determined by the accelerator opening, the brake master cylinder pressure, the acceleration of the vehicle, and the inclination of the vehicle. For example, when at least one of the following conditions is satisfied: the accelerator opening is 0 (zero), the brake master cylinder pressure is equal to or more than a predetermined value, and the vehicle is on a downgrade, it is determined that energy can be regenerated.

  When the regeneration control unit 70 determines that energy regeneration is possible, the regeneration control unit 70 determines whether the compressor 61 is driven (step S3). Whether the compressor 61 is driven or not is determined based on whether the defroster switch 72, the air conditioner switch 71, and the compressor 61 are driven. For example, when the defroster switch 72 and the air conditioner switch 71 are turned on, or when the air conditioner switch 71 is turned on and the compressor 61 is driven, it is determined that the compressor 61 is being driven.

  When the regenerative control unit 70 determines that the compressor 61 is being driven, the regenerative control unit 70 determines whether the state of charge (SOC) of the battery 2 is smaller than a predetermined lower limit (threshold) (step). S4). Whether or not the state of charge of the battery 2 is smaller than the predetermined lower limit is determined by whether or not the SOC managed by the BMU 9 is smaller than the predetermined lower limit.

  When the regenerative control unit 70 determines that the state of charge of the battery 2 is smaller than the predetermined lower limit, the regenerative control unit 70 outputs a control signal to the compressor 61 and disconnects the clutch of the compressor 61 while operating the SG 50. (Step S5). Thereby, the kinetic energy is converted into electric power via the SG 50 and is regenerated to the battery 2 (regeneration only by the SG 50).

When the regenerative control unit 70 determines that the state of charge of the battery 2 is not smaller than the predetermined lower limit (is equal to or higher than the lower limit), the regenerative control unit 70 sets the temperature of the outlet cool air of the evaporator 64 to be lower than the predetermined temperature. It is determined whether it is low (step S6). When the regenerative controller 70 determines that the temperature of the cool air at the outlet of the evaporator 64 is lower than the predetermined temperature, the SG 50 is activated (step S7). Thereby, the kinetic energy is converted into electric power through the SG 50, regenerated by the battery 2, converted into cold heat through the refrigeration cycle device 6, and regenerated by the regenerator 3 (regeneration by the SG 50 and the refrigeration cycle device 6). Regeneration).

On the other hand, when the regeneration controller 70 determines that the temperature of the cool air at the outlet of the evaporator 64 is not lower than the predetermined temperature (not less than the predetermined temperature), the state is maintained (step S8). Thereby, the kinetic energy is converted into cold heat through the refrigeration cycle and is regenerated to the regenerator 3 (regeneration only by the refrigeration cycle device 6).

  Further, the regeneration control unit 70 monitors (determines) whether or not the regeneration of energy has been completed due to acceleration (step S9). Whether or not the energy regeneration has been completed due to acceleration is determined based on whether or not the driver has requested acceleration. For example, when the accelerator opening is not 0 (zero), it is determined that energy regeneration has ended due to acceleration. The determination as to whether or not the regeneration of energy has been completed due to acceleration is not limited to the case where the accelerator opening is not 0, but may be determined when the brake master cylinder pressure is less than a predetermined value. It may be determined that the regeneration has ended.

  In addition, the regeneration control unit 70 monitors (determines) whether or not the regeneration of energy has ended due to the shift to the idling stop (step S10). The determination as to whether or not the regeneration of energy has been completed due to the shift to idling stop is made based on whether or not the idling stop condition has been satisfied.

  When the regenerative control unit 70 determines that energy regeneration has ended due to the shift to the idling stop, the regenerative control unit 70 determines whether the SG 50 can drive the compressor 61 (step S11). Whether the compressor 61 can be driven by the SG 50 is determined based on, for example, whether or not the state of charge (SOC) of the battery 2 is equal to or greater than a predetermined margin value.

  When the regenerative control unit 70 determines that the compressor 61 can be driven by the SG 50, the regenerative control unit 70 determines whether or not it is extremely hot (step S12). Whether or not it is extremely hot is determined based on the vehicle interior temperature, the amount of solar radiation, and the like. For example, when the vehicle interior temperature is 35 ° C. or higher, it is determined that the temperature is extremely hot. Note that since it is extremely hot, it is not necessary to use the temperature of the evaporator 64 as an index.

  When the regenerative control unit 70 determines that the temperature is extremely hot, the rotation control unit outputs a control signal to the SG 50 and drives the SG 50 with the electric power charged in the battery 2 (step S13). Therefore, the SG 50 serves as a power source, and the engine 4 is assisted by the SG 50, and the engine 4 rotates at a rotational speed of about half of the idling rotational speed. Thus, the SG 50 serves as a power source, and the compressor 61 is driven.

  As described above, according to the regenerative control device for an automobile according to the embodiment of the present invention, the auxiliary device ECU 7 (the regenerative control device) controls the state of charge (SOC) of the battery 2 and the cold storage cooled by the evaporator 64. Since the regeneration by the device 3 is controlled, the efficiency of energy regeneration at the time of braking of the vehicle can be improved in accordance with the operation state of the compressor 61.

Further, the auxiliary ECU 7 (regenerative control device) determines whether or not the charging rate (SOC) of the battery 2 is equal to or higher than the predetermined lower limit C1 and the temperature of the outlet cool air of the evaporator 64 is equal to or higher than the first predetermined temperature. Is stored in the cool storage device 3 via the compressor 61 during the braking of the vehicle, and the braking operation of the vehicle is performed in accordance with the operating state of the compressor 61 on condition that the charging rate of the battery 2 is equal to or higher than a predetermined lower limit. Energy regeneration efficiency can be improved.

Further, the auxiliary ECU 7 (regenerative control device) determines whether or not the charging rate (SOC) of the battery 2 is equal to or higher than the predetermined lower limit C1 and the temperature of the outlet cool air of the evaporator 64 is equal to or higher than the first predetermined temperature. The kinetic energy at the time of braking is stored in the cool storage device 3 via the compressor 61, and the kinetic energy at the time of braking of the vehicle is recovered by the battery 2 via the SG 50, so that the charge rate (SOC) of the battery 2 becomes a predetermined value. It is possible to increase the efficiency of energy regeneration at the time of braking of the vehicle according to the operating state of the compressor 61 on condition that the lower limit value or more is satisfied.

In addition, when the state of charge (SOC) of the battery 2 is less than the predetermined lower limit, the auxiliary device ECU 7 (regeneration control device) causes the battery 2 to recover the kinetic energy during braking of the vehicle via the SG 50. In addition, it is possible to avoid running out of battery (electron shortage).

  In addition, since the SG 50 starts the engine 4 when the vehicle starts, and generates power using the power transmitted from the engine 4 after the start of the engine 4, so-called idle stop can be performed, and energy during braking can be regenerated into electric power. . As a result, the fuel efficiency of the automobile can be improved.

  Further, the SG 50 circulates a belt 52 stretched between the SG 50 and a crank pulley 41 provided on an output shaft of the engine 4 to start the engine 4 and, at the same time, generate electric power by being driven by the power transmitted from the engine 4. . Thereby, large electric power can be regenerated.

When the charge rate of the battery is equal to or higher than the predetermined upper limit value and the temperature of the cool air at the outlet of the evaporator 64 is higher than the second predetermined temperature, the motor generator 5 is used as a power source to drive the compressor 61. Can also drive the compressor 61 and cool the interior of the vehicle.

  The present invention is not limited to the above-described embodiment, and includes a form in which the above-described embodiment is modified and a form in which these forms are appropriately combined.

DESCRIPTION OF SYMBOLS 1 Energy regeneration system 2 Battery 21 Voltage sensor 22 Current sensor 23 Electric load 3 Cold storage device 4 Engine 41 Crank pulley 42 Pump pulley 5 Motor generator 50 Belt starter type generator (SG)
51 SG pulley 52 belt 6 refrigeration cycle device 61 compressor 611 air conditioner pulley 62 condenser 63 expansion valve 64 evaporator 65 belt 7 accessory control device (accessory ECU)
70 Regenerative control unit 71 Air conditioner switch 72 Defroster switch 73 Outside air temperature sensor 74 Car interior temperature sensor 75 Solar radiation sensor 77 Exit temperature sensor 78 G sensor 79 Tilt sensor 8 Engine ECU
81 Accelerator position sensor 82 Brake master cylinder 83 Vehicle speed sensor 9 Battery management unit (BMU)

Claims (5)

A motor generator that serves as a power source of power for starting the engine when starting the engine, and that generates power with power transmitted from the engine after starting the engine;
A battery that supplies power to the motor generator when starting the engine, and is charged with power generated by the motor generator;
Constituting a refrigeration cycle device for air conditioning, a compressor driven by power transmitted from the engine,
A regenerator that is provided on an evaporator that constitutes the refrigeration cycle device, is cooled by cold air from the evaporator, and cools, and cools when it exceeds a reference temperature,
A regenerative control device that controls the motor generator and the compressor, and causes the battery to collect inertial energy during braking of the vehicle through the motor generator, or to the regenerator through the compressor. Prepared,
The regenerative control device, based on the operating state of the compressor, the charging rate of the battery, and the temperature of the outlet cool air after passing through the regenerator cooled by the evaporator, regenerating the battery, Control the regeneration to be collected by the cool storage device ,
When the compressor is driven, and the charging rate of the battery is equal to or higher than a predetermined lower limit, and the temperature of the outlet cool air is lower than a first predetermined temperature, the cold storage device stores the cold through the compressor. And the battery recovers the inertial energy via the motor generator . When the charging rate of the battery is equal to or higher than a predetermined lower limit value and the temperature of the outlet cool air is equal to or higher than a first predetermined temperature, the cool storage device stores the cool air through the compressor. 2. The energy regeneration system for an automobile according to claim 1. The energy regeneration system for an automobile according to claim 1 or 2 , wherein when the state of charge of the battery is less than a predetermined lower limit, the inertial energy is recovered by the battery via the motor generator. . Said electric power generator, the first term any of claims 1 to 3, characterized in that the belt is a starter generator of looped around a belt-type between the crank pulley provided on an output shaft of said engine An energy regeneration system for an automobile according to claim 1. The regenerative control device controls the motor generator when the battery charge rate is equal to or higher than a predetermined margin value and the temperature of the outlet cool air is higher than a second predetermined temperature higher than the first predetermined temperature. The energy regeneration system for a vehicle according to any one of claims 1 to 3 , wherein the compressor is driven to cool the regenerator.

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