JPH07143609A - Energy recovering apparatus for electric motor vehicle - Google Patents
Energy recovering apparatus for electric motor vehicleInfo
- Publication number
- JPH07143609A JPH07143609A JP5287858A JP28785893A JPH07143609A JP H07143609 A JPH07143609 A JP H07143609A JP 5287858 A JP5287858 A JP 5287858A JP 28785893 A JP28785893 A JP 28785893A JP H07143609 A JPH07143609 A JP H07143609A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- temperature
- regenerative
- charged
- power
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
- B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
- B60L1/06—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line using only one supply
- B60L1/08—Methods and devices for control or regulation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/34—Cabin temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、電気自動車のエネル
ギ回収装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an energy recovery system for electric vehicles.
【０００２】[0002]
【従来の技術】電気自動車においては、走行中にアクセ
ルペダルを踏み込んだ状態からこれを離すと、モータが
発電機として機能し回生電力を発生するものがあり、こ
の回生電力は通常バッテリに供給されて再利用される
（例えば、平成５年３月１日（株）三栄書房発行 Ｍｏ
ｔｏｒ Ｆａｎ Ｖｏｌ４７ １３〜１４頁に示されて
いる）。2. Description of the Related Art In some electric vehicles, when the accelerator pedal is depressed while the vehicle is running and the pedal is released, the motor functions as a generator to generate regenerative electric power, which is usually supplied to the battery. Be reused (for example, issued by Sanei Shobo Co., Ltd. on March 1, 1993 Mo
tor Fan Vol 47, pages 13-14).
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、上記回
生による起電力が発生してもバッテリが十分に充電され
ている場合には、この電力をバッテリに供給することが
できず、場合によっては全てを熱エネルギとして外部に
放出しなければならない、という問題がある。However, even if the electromotive force due to the regeneration is generated, if the battery is sufficiently charged, this power cannot be supplied to the battery, and in some cases, all the power cannot be supplied. There is a problem that it must be released to the outside as heat energy.
【０００４】そこで、この発明は回生によって生ずる起
電力を有効利用することができる電気自動車のエネルギ
回収装置を提供するものである。Therefore, the present invention provides an energy recovery system for an electric vehicle that can effectively utilize electromotive force generated by regeneration.
【０００５】[0005]
【課題を解決するための手段】踏み込んだ状態にあるア
クセルペダルを離すことによって生ずる回生電力をバッ
テリに回収する電気自動車のエネルギ回収装置におい
て、バッテリが充電可能かどうかを判別する判別手段を
備え、バッテリの充電が不十分であるときには回生電力
をバッテリに供給し、バッテリが十分に充電されていた
場合には他のシステムに上記起電力を供給する。In an energy recovery apparatus for an electric vehicle that recovers regenerative electric power generated by releasing an accelerator pedal in a depressed state into a battery, a judgment means for judging whether or not the battery can be charged is provided, When the battery is insufficiently charged, regenerative electric power is supplied to the battery, and when the battery is sufficiently charged, the electromotive force is supplied to another system.
【０００６】上記他のシステムが、バッテリの温度を検
出し、一定温度域外であるときにバッテリ温を調節する
温調システムと、ブレーキ用バキュームタンクの圧力を
検出し、所定圧力よりも高いときにタンク内圧をバキュ
ームポンプによって減圧するブレーキシステムと、空調
装置が作動しているかどうかを判別し、作動している場
合には冷媒温を加熱手段によって上げるエアコンシステ
ムと、電気エネルギを熱エネルギに変換して外部に排出
する廃熱システムとを有している。Another system detects the temperature of the battery and adjusts the battery temperature when the temperature is out of a certain temperature range, and detects the pressure of the brake vacuum tank, and when it is higher than a predetermined pressure. A brake system that reduces the tank internal pressure with a vacuum pump, an air conditioner system that determines whether the air conditioner is operating, and if it is operating, raises the refrigerant temperature by heating means, and converts electrical energy into heat energy. And a waste heat system for discharging the heat to the outside.
【０００７】また、上記バッテリあるいは他のシステム
に上記回生電力を供給するのに先立って、アンチスキッ
ドシステムが作動しているかどうかを判別し、これが作
動している場合に、上記回生電力をブレーキシステムに
供給するパニック状況判別手段、ブレーキペダルとアク
セルペダルの双方を踏み込んだ場合にこれを検出して、
上記回生電力をブレーキシステムに供給するペダル誤操
作判別手段とを設けても良い。Further, before supplying the regenerative electric power to the battery or other system, it is judged whether or not the anti-skid system is operating, and if the anti-skid system is operating, the regenerative electric power is applied to the braking system. Panic situation determination means to be supplied to, when both the brake pedal and accelerator pedal are depressed, this is detected,
Pedal erroneous operation determination means for supplying the regenerative power to the brake system may be provided.
【０００８】[0008]
【作用】請求項１に記載の発明によれば、判別手段によ
って、バッテリの充電が不十分であると判断された場合
には回生電力をバッテリに供給しバッテリが十分に充電
されていると判断された場合には、他のシステムに上記
回生電力を供給してこれを有効利用する。According to the first aspect of the present invention, when it is determined by the determination means that the battery is not sufficiently charged, it is determined that the battery is sufficiently charged by supplying regenerative electric power to the battery. In such a case, the regenerative electric power is supplied to another system to effectively use the regenerative electric power.
【０００９】請求項２に記載の発明においては、他のシ
ステムとして温調システム、ブレーキシステム、エアコ
ンシステム及び廃熱システムを備えており、温調システ
ムでは供給された回生電力によりバッテリの温度を放電
効率の高い最適温度に設定し、ブレーキシステムでは供
給された回生電力によりバキュームポンプを駆動してバ
キュームタンクの内圧を十分な負圧に回復させ、エアコ
ンシステムでは供給された回生電力を熱エネルギに変換
し、冷媒温を上げてコンプレッサにかかる負荷を下げ、
廃熱システムでは供給された回生電力を熱エネルギに変
換してこれを外部に放出する。According to the second aspect of the invention, a temperature control system, a brake system, an air conditioner system and a waste heat system are provided as other systems, and the temperature control system discharges the temperature of the battery by the regenerated electric power supplied. The brake system uses a regenerative power supplied to drive the vacuum pump to restore the internal pressure of the vacuum tank to a sufficient negative pressure, and the air-conditioning system converts the supplied regenerative power to heat energy. To increase the refrigerant temperature and reduce the load on the compressor,
In the waste heat system, the supplied regenerative electric power is converted into heat energy and is emitted to the outside.
【００１０】請求項３に記載された発明においては、上
記判別手段による判別に先立ってアンチスキッドシステ
ムが作動している場合にはパニック状況判別手段により
これを判断し、また、アクセルペダルとブレーキペダル
の双方を踏み込むような場合にはペダル誤操作判別手段
によってこれを判断して、各々ブレーキシステムにおい
て低下したバキュームタンク内負圧をバキュームポンプ
によって回復させる。In the third aspect of the invention, when the anti-skid system is operating prior to the discrimination by the discriminating means, this is discriminated by the panic situation discriminating means, and the accelerator pedal and the brake pedal are also discriminated. If both are depressed, the pedal erroneous operation determination means determines this, and the vacuum tank negative pressure reduced in each brake system is recovered by the vacuum pump.
【００１１】[0011]
【実施例】以下、この発明の一実施例を図面と共に説明
する。図１は電気自動車の各種装置の配置状態を示す平
面説明図である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a plan view showing the arrangement of various devices of an electric vehicle.
【００１２】同図において１はバッテリを示し、このバ
ッテリ１はＰＴＣ（ポジティブテンパラチャーコントロ
ール）ヒータ２によって加熱可能にされている。各バッ
テリ１には主たる判別手段としてのバッテリ温度センサ
３と図外の電圧計（残量を確認する）が設けられてい
る。ＰＴＣヒータ２とバッテリ温度センサ３とが温調シ
ステムＡを構成している。In the figure, reference numeral 1 denotes a battery, which can be heated by a PTC (Positive Temperature Control) heater 2. Each battery 1 is provided with a battery temperature sensor 3 as a main discriminating means and a voltmeter not shown (to check the remaining amount). The PTC heater 2 and the battery temperature sensor 3 form a temperature control system A.
【００１３】４はエンジンルーム内に設けられたモータ
であって、このモータ４にはトランスアクスル５が接続
されている。６はパワーヘッドであって、このパワーヘ
ッド６はセンサ信号演算部と回生電流制御回路とバッテ
リ制御回路とを有している。Reference numeral 4 is a motor provided in the engine room, and a transaxle 5 is connected to the motor 4. 6 is a power head, and this power head 6 has a sensor signal calculation unit, a regenerative current control circuit, and a battery control circuit.
【００１４】７はバキュームポンプを示し、このバキュ
ームポンプ７はバキュームタンク８内の負圧を維持する
ものである。バキュームタンク８内には圧力センサ９が
設けられている。尚、１０はバキューム配管、１１は倍
力装置を示す。これら各装置がブレーキシステムＢを構
成している。Reference numeral 7 denotes a vacuum pump, which keeps the negative pressure in the vacuum tank 8. A pressure sensor 9 is provided in the vacuum tank 8. Incidentally, 10 is a vacuum pipe, and 11 is a booster. Each of these devices constitutes a brake system B.
【００１５】次に、モータ４の前方にはラジエータ１２
が設けられ、このラジエータ１２には水配管１３によっ
て加熱手段としての廃熱回収熱交換器１４と制動抵抗１
５が接続されている。ここで、廃熱回収熱交換器１４
は、空調装置（図示せず）のエバポレータとコンプレッ
サとの間の冷媒配管に介装されるものであって、コンプ
レッサに接続されるアウトポート１４ａと、エバポレー
タに接続されるインポート１４ｂを備えている。これら
水配管１３、廃熱回収熱交換器１４、制動抵抗１５及び
空調装置がエアコンシステムＣを構成し、ラジエータ１
２、水配管１３及び廃熱回収熱交換器１４が廃熱システ
ムＤを構成している。Next, a radiator 12 is provided in front of the motor 4.
The radiator 12 is provided with a waste water heat recovery heat exchanger 14 as a heating means and a braking resistor 1 by means of a water pipe 13.
5 is connected. Here, the waste heat recovery heat exchanger 14
Is installed in a refrigerant pipe between an evaporator of an air conditioner (not shown) and a compressor, and includes an out port 14a connected to the compressor and an import 14b connected to the evaporator. . The water pipe 13, the waste heat recovery heat exchanger 14, the braking resistor 15 and the air conditioner constitute an air conditioner system C, and the radiator 1
2, the water pipe 13 and the waste heat recovery heat exchanger 14 constitute a waste heat system D.
【００１６】ここで、前記バッテリ温度センサ３、圧力
センサ９、制動抵抗１５、バッテリ１及びバッテリコン
トロールユニット１６がパワーヘッド６に接続されてい
る。The battery temperature sensor 3, pressure sensor 9, braking resistor 15, battery 1 and battery control unit 16 are connected to the power head 6.
【００１７】尚、図中１７はブレーキ配管を示す。Reference numeral 17 in the drawing denotes a brake pipe.
【００１８】次に、図２によって作用について説明す
る。先ず、ブレーキをかけない（ブレーキＯＦＦ）で、
アクセルを踏み込んだ（アクセルＯＮ）走行状態からア
クセルペダルを離す（ＯＦＦにする）と（ステップ１，
２）、回生システムがＯＮ作動し（ステップ３）、回生
により生じた起電力を受け入れる態勢となり、電圧計に
よりバッテリ１が充電可能な状態かどうか、即ち充電の
ための空き容量があるかどうかが判断される（ステップ
４）。バッテリ１が充電可能な場合には、更に上記起電
力のすべてがバッテリ１に回生可能であるときに限り
（ステップ５）バッテリ１に充電がなされる（ステップ
６）。Next, the operation will be described with reference to FIG. First, without applying the brake (brake OFF),
When the accelerator pedal is released (turned off) from the running state where the accelerator is stepped on (accelerator on), (step 1,
2) Then, the regenerative system is turned on (step 3) to be ready to accept the electromotive force generated by the regeneration, and whether the battery 1 can be charged by the voltmeter, that is, whether there is a free capacity for charging. It is judged (step 4). When the battery 1 can be charged, the battery 1 is charged (step 6) only when all of the electromotive force can be regenerated in the battery 1 (step 5).
【００１９】また、バッテリ１が充電する必要がないと
き（ステップ４においてＮＯ）あるいは起電力のすべて
を回生できないとき（ステップ５においてＮＯ）には、
次にバッテリ温度センサ３によるバッテリ温度測定を行
ない（ステップ７）、２０℃以下のときにはＰＴＣヒー
タ２に電力を供給してバッテリ１を加熱する（ステップ
８）。When the battery 1 does not need to be charged (NO in step 4) or when all the electromotive force cannot be regenerated (NO in step 5),
Next, the battery temperature is measured by the battery temperature sensor 3 (step 7), and when the temperature is 20 ° C. or less, electric power is supplied to the PTC heater 2 to heat the battery 1 (step 8).
【００２０】一方、バッテリ温が２０℃をこえるときに
は、圧力センサ９によってバキュームタンク８内の圧力
を測定し（ステップ９）、タンク内圧が−５００ｍｍＨ
ｇ以上のとき（負圧の絶対値が小さいとき）にはその起
電力によりバキュームポンプ７を作動させてバキューム
タンク８内負圧を回復する（ステップ１０）。タンク内
圧の圧力が−５００ｍｍＨｇより小さいとき（負圧の絶
対値が大きいとき）にはバキュームポンプ７へ回生する
必要がないため、エアコンシステムがＯＮかどうかを判
断する（ステップ１１）。On the other hand, when the battery temperature exceeds 20 ° C., the pressure in the vacuum tank 8 is measured by the pressure sensor 9 (step 9), and the tank internal pressure is -500 mmH.
When g or more (when the absolute value of the negative pressure is small), the vacuum pump 7 is operated by the electromotive force to recover the negative pressure in the vacuum tank 8 (step 10). When the tank internal pressure is less than -500 mmHg (when the absolute value of the negative pressure is large), it is not necessary to regenerate the vacuum pump 7, so it is determined whether the air conditioner system is ON (step 11).
【００２１】エアコンシステムがＯＮである場合には、
エアコンサイクルへの回生がなされる（ステップ１
２）。具体的には制動抵抗１５において上記回生電力を
用いて水を加熱し、この加熱された水によって廃熱回収
熱交換器１４において冷媒の温度を上昇させるのであ
る。このように冷媒の温度が上昇することによって空調
装置のコンプレッサにかかる負荷を小さくできる。When the air conditioner system is ON,
Regeneration to the air conditioning cycle is performed (Step 1
2). Specifically, the braking resistance 15 heats the water by using the regenerative electric power, and the heated water causes the temperature of the refrigerant to rise in the waste heat recovery heat exchanger 14. By thus increasing the temperature of the refrigerant, the load on the compressor of the air conditioner can be reduced.
【００２２】そして、エアコンシステムがＯＦＦである
場合には、回生電力は制動抵抗１５において水を加熱す
ることで使用されラジエータ１２によって外部に排出さ
れる（ステップ１３）。When the air conditioner system is off, the regenerative electric power is used by heating the water in the braking resistor 15 and is discharged to the outside by the radiator 12 (step 13).
【００２３】したがって、車両行走行中アクセルペダル
を離した際に生ずる回生電力は、バッテリ１に優先して
充電され、バッテリ１に充電する必要がないときには、
条件を満たした場合にバッテリ温を上げる温調システム
Ａ、ブレーキシステムＢ、あるいはエアコンシステムＣ
に供給される。よって、これら温調システムＡ、ブレー
キシステムＢ、あるいはエアコンシステムＣに必要ない
場合に限り廃熱システムＤにおいて排出されるため、回
生電力は無駄なく利用され、車両走行距離を延ばすため
の一助となるのである。Therefore, the regenerative electric power generated when the accelerator pedal is released while the vehicle is traveling is preferentially charged to the battery 1, and when it is not necessary to charge the battery 1,
Temperature control system A, brake system B, or air conditioner system C that raises battery temperature when conditions are met
Is supplied to. Therefore, since it is discharged in the waste heat system D only when it is not necessary for the temperature control system A, the brake system B, or the air conditioner system C, the regenerated electric power is used without waste, which helps to extend the mileage of the vehicle. Of.
【００２４】ここで、車両走行中にブレーキを踏んだ場
合には、更にアクセルを踏んでいるかどうかが判断され
（ステップ１０１）、アクセルがＯＮのときには、ペダ
ル誤操作として判断される。したがって、このときに
は、回生システムがＯＮとなり（ステップ１０２）、バ
キュームタンク内圧が−５００ｍｍＨｇ以上かどうかが
判別され（ステップ９）、それ以後の処理がなされる。
そのため、ブレーキを踏んだことにより減少したバキュ
ームタンク内負圧は確実に回復する。Here, if the brake is depressed while the vehicle is traveling, it is determined whether or not the accelerator is further depressed (step 101). If the accelerator is ON, it is determined that the pedal is erroneously operated. Therefore, at this time, the regenerative system is turned on (step 102), it is judged whether or not the vacuum tank internal pressure is -500 mmHg or more (step 9), and the subsequent processing is performed.
Therefore, the negative pressure in the vacuum tank that has been reduced by stepping on the brake is reliably recovered.
【００２５】一方、ブレーキがＯＮでアクセルがＯＦＦ
の場合には、アンチスキッドシステムのＯＮ，ＯＦＦを
見て（ステップ１０３）、ＯＦＦの場合には、回生シス
テムをＯＮにして（ステップ３）、前述と同様の処理が
なされる。On the other hand, the brake is ON and the accelerator is OFF.
In the case of, the ON / OFF of the anti-skid system is checked (step 103), and in the case of OFF, the regenerative system is turned on (step 3), and the same processing as described above is performed.
【００２６】また、アンチスキッドシステムがＯＮの場
合には、パニック状態であると判断される。したがっ
て、このときには回生システムがＯＮとなり（ステップ
１０４）、バキュームタンク内圧が−５００ｍｍＨｇ以
上かどうかが判別され（ステップ９）、それ以後の処理
がなされる。これにより、ブレーキを踏んだことにより
高くなったバキュームタンク内圧は確実に回復する。When the anti-skid system is ON, it is judged that the vehicle is in a panic state. Therefore, at this time, the regenerative system is turned on (step 104), it is judged whether the vacuum tank internal pressure is -500 mmHg or more (step 9), and the subsequent processing is performed. As a result, the vacuum tank internal pressure that has increased due to the depression of the brake is reliably recovered.
【００２７】即ち、上記ペダル誤操作時、あるいはパニ
ック状態においては、ブレーキを踏んでいるため必らず
バキュームタンク内圧は高くなっており、通常の場合と
は異なり、バッテリ１の充電状態、バッテリの温度状態
をみることなく、ブレーキシステムへの起電力の供給を
再優先するのである。That is, when the pedal is erroneously operated or when the vehicle is in a panic state, the internal pressure of the vacuum tank is inevitably high because the brake is depressed, which is different from the normal case. The priority is given to the supply of electromotive force to the brake system without checking the condition.
【００２８】上記ステップ１，１０１，１０３，１０４
がパニック状況判別手段を構成し、上記ステップ１，１
０１，１０２がペダル誤操作判別手段を構成している。Steps 1, 101, 103, 104
Constitutes a panic situation determination means, and steps 1 and 1 above are performed.
01 and 102 constitute a pedal erroneous operation determination means.
【００２９】尚、この発明は上記実施例に限られるもの
ではなく、バッテリ温に一定の適正温度幅をもたせてこ
れが一定の温度域内にない場合に、これを調温するよう
にしても良い。これによりバッテリが高温となることに
よる放電効率の低下も防止できる。The present invention is not limited to the above embodiment, but the battery temperature may be provided with a certain appropriate temperature range so that the battery temperature is adjusted when it is not within the certain temperature range. As a result, it is possible to prevent the discharge efficiency from decreasing due to the high temperature of the battery.
【００３０】[0030]
【発明の効果】以上説明してきたように請求項１に記載
した発明によれば、車両走行中にアクセルペダルを離す
ことによって生ずる回生電力を、バッテリに優先的に供
給でき、またバッテリが十分充電されているときにこの
回生電力を無駄にすることなく他のシステムに供給でき
るため、車両走行距離をのばすことができる。As described above, according to the invention described in claim 1, regenerative electric power generated by releasing the accelerator pedal while the vehicle is traveling can be preferentially supplied to the battery, and the battery is sufficiently charged. Since the regenerated electric power can be supplied to other systems without being wasted while the vehicle is being operated, the mileage of the vehicle can be extended.
【００３１】請求項２に記載した発明によれば、温調シ
ステムに回生電力が供給された場合には、バッテリが最
適温度状態になるため効率良く放電がなされ、ブレーキ
システムに回生電力が供給された場合にはバッテリの電
力を使用することなくバキュームタンク内圧を回復する
ことができ、エアコンシステムに回生電力が供給された
場合にはコンプレッサの負荷が少なくなり、どのような
場合であってもバッテリの負荷が少なくなり、したがっ
て走行距離をのばすことができる。According to the second aspect of the invention, when regenerative power is supplied to the temperature control system, the battery is in an optimum temperature state, so that the battery is efficiently discharged and regenerative power is supplied to the brake system. In this case, the vacuum tank internal pressure can be restored without using the battery power, and the compressor load will be reduced when regenerative power is supplied to the air conditioning system. The load on the vehicle is reduced and therefore the traveling distance can be extended.
【００３２】そして、バッテリに充電が必要なこれら各
システムに回生電力が供給されてない場合に限り、廃熱
システムによって回生電力を放出するため、バッテリに
充電する必要がない場合にこれを全て外部に放出した場
合に比較して、回生電力を有効に使用することができ
る。The regenerative power is discharged by the waste heat system only when the regenerative power is not supplied to each of the systems requiring the battery to be charged. The regenerated electric power can be effectively used as compared with the case where the electric power is discharged to.
【００３３】請求項３に記載した発明によれば、パニッ
クブレーキ時あるいはペダル誤操作時においてはブレー
キ操作によりバキュームタンク内圧が高くなっているた
め、バキュームタンク内圧を回復させるのが最優先さ
れ、安全性を確保することができる。According to the third aspect of the present invention, since the internal pressure of the vacuum tank is high due to the brake operation at the time of panic braking or erroneous pedal operation, recovery of the internal pressure of the vacuum tank is given the highest priority, and safety is improved. Can be secured.
【図１】この発明の一実施例のフローチャート図。FIG. 1 is a flowchart of an embodiment of the present invention.
【図２】電気自動車の平面説明図。FIG. 2 is a plan view of an electric vehicle.
１…バッテリ ２…ＰＴＣヒータ ３…バッテリ温度センサ（判別手段） ７…バキュームポンプ ８…バキュームタンク １２…ラジエータ １３…水配管 １４…廃熱回収熱交換器（加熱手段） １５…制動抵抗 Ａ…温調システム Ｂ…ブレーキシステム Ｃ…エアコンシステム Ｄ…廃熱システム DESCRIPTION OF SYMBOLS 1 ... Battery 2 ... PTC heater 3 ... Battery temperature sensor (discriminating means) 7 ... Vacuum pump 8 ... Vacuum tank 12 ... Radiator 13 ... Water piping 14 ... Waste heat recovery heat exchanger (heating means) 15 ... Braking resistance A ... Temperature Control system B ... Brake system C ... Air conditioner system D ... Waste heat system
Claims (3)
離すことによって生ずる回生電力をバッテリに回収する
電気自動車のエネルギ回収装置において、バッテリが充
電可能かどうかを判別する判別手段を備え、バッテリの
充電が不十分である場合は回生電力をバッテリに供給
し、バッテリが十分に充電されていた場合には他のシス
テムに上記回生電力を供給することを特徴とする電気自
動車のエネルギ回収装置。1. An energy recovery apparatus for an electric vehicle, which recovers regenerative power generated by releasing an accelerator pedal in a depressed state into a battery, is provided with a determination means for determining whether or not the battery can be charged, and the battery is charged. An energy recovery device for an electric vehicle, which supplies regenerative electric power to a battery when insufficient, and supplies the regenerative electric power to another system when the battery is sufficiently charged.
検出し、一定温度域外であるときにバッテリ温を調節す
る温調システムと、ブレーキ用バキュームタンクの圧力
を検出し、所定圧力よりも高いときにタンク内圧をバキ
ュームポンプによって減圧するブレーキシステムと、空
調装置が作動しているかどうかを判別し、作動している
場合には冷媒温を加熱手段によって上げるエアコンシス
テムと、電気エネルギを熱エネルギに変換して外部に排
出する廃熱システムとを有していることを特徴とする請
求項１記載の電気自動車のエネルギ回収装置。2. The above-mentioned other system detects the temperature of the battery and adjusts the battery temperature when the temperature is outside a certain temperature range, and detects the pressure of the vacuum tank for braking, which is higher than the predetermined pressure. At times, a brake system that reduces the tank internal pressure by a vacuum pump, an air conditioner system that determines whether the air conditioner is operating, and if it is operating, raises the refrigerant temperature by heating means, and electric energy is converted into heat energy The energy recovery device for an electric vehicle according to claim 1, further comprising a waste heat system for converting and discharging the heat to the outside.
記回生電力を供給するのに先立って、アンチスキッドシ
ステムが作動しているかどうかを判別し、これが作動し
ている場合に上記回生電力をブレーキシステムに供給す
るパニック状況判別手段と、ブレーキペダルとアクセル
ペダルの双方を踏み込んだ場合にこれを検出して、上記
回生電力をブレーキシステムに供給するペダル誤操作判
別手段とを設けたことを特徴とする請求項２記載の電気
自動車のエネルギ回収装置。3. Prior to supplying the regenerative power to the battery or other system, it is determined whether an anti-skid system is operating, and if so, the regenerative power is applied to the braking system. A panic situation determining means for supplying and a pedal erroneous operation determining means for detecting the depression of both the brake pedal and the accelerator pedal and supplying the regenerative power to the brake system are provided. 2. The energy recovery device for an electric vehicle according to 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5287858A JPH07143609A (en) | 1993-11-17 | 1993-11-17 | Energy recovering apparatus for electric motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5287858A JPH07143609A (en) | 1993-11-17 | 1993-11-17 | Energy recovering apparatus for electric motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH07143609A true JPH07143609A (en) | 1995-06-02 |
Family
ID=17722681
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5287858A Pending JPH07143609A (en) | 1993-11-17 | 1993-11-17 | Energy recovering apparatus for electric motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07143609A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1621389A3 (en) * | 2004-07-27 | 2006-11-22 | PACCAR Inc | Electrical power system for vehicles requiring electrical power while the vehicle engine is not in operation |
| WO2008133784A1 (en) * | 2007-04-30 | 2008-11-06 | Caterpillar Inc. | System for controlling a hybrid energy system |
| JP2010235015A (en) * | 2009-03-31 | 2010-10-21 | Nissan Motor Co Ltd | Vehicular ptc heater mounting structure |
| CN102967077A (en) * | 2012-11-19 | 2013-03-13 | 王文新 | Energy conversion method and device utilizing electric energy consumed by frequency converter braking resistor |
| JP2014051171A (en) * | 2012-09-06 | 2014-03-20 | Mitsubishi Fuso Truck & Bus Corp | Pressure accumulation system for vehicle |
| CN106143484A (en) * | 2015-05-15 | 2016-11-23 | 福特全球技术公司 | Motor vehicle driven by mixed power and the method for heated engine coolant |
| JP2017093048A (en) * | 2015-11-04 | 2017-05-25 | 株式会社デンソー | Motor control device |
| CN106828120A (en) * | 2017-02-22 | 2017-06-13 | 长安大学 | The EBA and control method of a kind of parallel type hybrid dynamic heavy truck |
| CN108859801A (en) * | 2017-04-24 | 2018-11-23 | 丰田自动车株式会社 | Fuel cell system |
-
1993
- 1993-11-17 JP JP5287858A patent/JPH07143609A/en active Pending
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1621389A3 (en) * | 2004-07-27 | 2006-11-22 | PACCAR Inc | Electrical power system for vehicles requiring electrical power while the vehicle engine is not in operation |
| US7145788B2 (en) | 2004-07-27 | 2006-12-05 | Paccar Inc | Electrical power system for vehicles requiring electrical power while the vehicle engine is not in operation |
| WO2008133784A1 (en) * | 2007-04-30 | 2008-11-06 | Caterpillar Inc. | System for controlling a hybrid energy system |
| JP2010525981A (en) * | 2007-04-30 | 2010-07-29 | キャタピラー インコーポレイテッド | System for controlling a composite energy system |
| JP2010235015A (en) * | 2009-03-31 | 2010-10-21 | Nissan Motor Co Ltd | Vehicular ptc heater mounting structure |
| JP2014051171A (en) * | 2012-09-06 | 2014-03-20 | Mitsubishi Fuso Truck & Bus Corp | Pressure accumulation system for vehicle |
| CN102967077A (en) * | 2012-11-19 | 2013-03-13 | 王文新 | Energy conversion method and device utilizing electric energy consumed by frequency converter braking resistor |
| CN106143484A (en) * | 2015-05-15 | 2016-11-23 | 福特全球技术公司 | Motor vehicle driven by mixed power and the method for heated engine coolant |
| JP2017093048A (en) * | 2015-11-04 | 2017-05-25 | 株式会社デンソー | Motor control device |
| CN106828120A (en) * | 2017-02-22 | 2017-06-13 | 长安大学 | The EBA and control method of a kind of parallel type hybrid dynamic heavy truck |
| CN106828120B (en) * | 2017-02-22 | 2019-03-22 | 长安大学 | A kind of auxiliary braking system control method of parallel type hybrid dynamic heavy truck |
| CN108859801A (en) * | 2017-04-24 | 2018-11-23 | 丰田自动车株式会社 | Fuel cell system |
| CN108859801B (en) * | 2017-04-24 | 2021-07-20 | 丰田自动车株式会社 | Fuel cell system |
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