WO2012090924A1 - 車両の回生制御装置 - Google Patents
車両の回生制御装置 Download PDFInfo
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- WO2012090924A1 WO2012090924A1 PCT/JP2011/080049 JP2011080049W WO2012090924A1 WO 2012090924 A1 WO2012090924 A1 WO 2012090924A1 JP 2011080049 W JP2011080049 W JP 2011080049W WO 2012090924 A1 WO2012090924 A1 WO 2012090924A1
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- Prior art keywords
- deceleration
- vehicle
- power generation
- regeneration control
- speed
- Prior art date
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- 230000008929 regeneration Effects 0.000 title claims abstract description 57
- 238000011069 regeneration method Methods 0.000 title claims abstract description 57
- 238000010248 power generation Methods 0.000 claims description 61
- 230000001172 regenerating effect Effects 0.000 claims description 47
- 230000005540 biological transmission Effects 0.000 claims description 31
- 230000005284 excitation Effects 0.000 claims description 14
- 238000001514 detection method Methods 0.000 claims description 4
- 230000005611 electricity Effects 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 20
- 230000008569 process Effects 0.000 description 20
- 239000000446 fuel Substances 0.000 description 13
- 230000006870 function Effects 0.000 description 11
- 230000007423 decrease Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 6
- 238000004891 communication Methods 0.000 description 5
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000000994 depressogenic effect Effects 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 3
- 230000008439 repair process Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
Images
Classifications
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- 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
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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Definitions
- the present invention relates to a vehicle regeneration control device.
- JP 2006-325293 A describes a vehicle regeneration control device that recharges a battery with a high priority by increasing the power generation voltage of a generator when coasting and fuel supply to an engine is stopped. Control was being implemented. At this time, the power generation voltage of the generator is controlled so as not to exceed the deceleration at which the driver feels uncomfortable during coasting.
- the deceleration at which the driver feels uncomfortable when driving on the coast varies depending on the road traffic environment in which the vehicle is traveling, such as when there is an intersection in front of the vehicle, and exceeds the previously set deceleration.
- the conventional vehicle regeneration control device has not been able to separate such scenes. For this reason, there is a problem that charging efficiency is poor because the power generation voltage of the generator cannot be set higher in a scene where it can be further increased.
- the present invention has been made paying attention to such a problem, and an object thereof is to improve charging efficiency during regenerative control.
- the power generation voltage of a generator driven by an engine is variably controlled, road traffic environment is detected, and recommended deceleration during coasting is calculated according to the road traffic environment.
- a regenerative control device for a vehicle is provided that converts the kinetic energy of the vehicle into electric energy by increasing the power generation voltage of the generator as the recommended deceleration increases.
- FIG. 1 is a schematic configuration diagram of a vehicle regeneration control apparatus according to an embodiment of the present invention.
- FIG. 2 is a flowchart illustrating regenerative control according to an embodiment of the present invention.
- FIG. 3 is a flowchart for explaining the regeneration process.
- FIG. 4 is a diagram for explaining regenerative shift control.
- FIG. 5 is a diagram for explaining a difference in power generation amount between when the gradual excitation power generation function of the alternator is activated and when it is not activated.
- FIG. 6 is a diagram illustrating a case where the regenerative shift control is not performed.
- FIG. 7 is a flowchart illustrating the non-regenerative process.
- FIG. 1 is a schematic configuration diagram of a vehicle regeneration control apparatus 100 according to an embodiment of the present invention.
- the vehicle regeneration control device 100 includes an engine 1, a torque converter 2, a continuously variable transmission 3, a final reduction gear 4, an alternator 5, a voltage regulator 6, a battery 7, a navigation device 8, and a controller 9. And comprising.
- Engine 1 generates driving force for driving the vehicle.
- the torque converter 2 transmits the driving force of the engine 1 to the input shaft 34 of the continuously variable transmission 3 via a fluid.
- the continuously variable transmission 3 is a transmission that can change the gear ratio steplessly, and transmits the rotational force of the driving pulley 31, the driven pulley 32, and the driving pulley 31 to the driven pulley 32. Consists of a belt 33 and the like.
- the continuously variable transmission 3 increases or decreases the driving force transmitted to the input shaft 34 according to the gear ratio, and outputs it to the output shaft 35.
- the “speed ratio” is a value obtained by dividing the rotational speed of the input shaft 34 of the continuously variable transmission 3 by the rotational speed of the output shaft 35. In the following description, “lowest speed ratio” means the maximum speed ratio of the continuously variable transmission 3, and “highest speed ratio” means the minimum speed ratio of the continuously variable transmission 3.
- the final reduction gear 4 increases the driving force increased or decreased by the continuously variable transmission 3 and transmits it to the left and right driving wheels 41, and absorbs the rotational speed difference between the left and right driving wheels 41.
- the alternator 5 is driven by the engine 1 to generate power.
- the alternator 5 is connected to the crank pulley 11 of the engine 1 by a belt 52 via an alternator driving pulley 51 provided at one end.
- the alternator 5 gradually drives the alternator 5 when the engine rotational speed is lower than a predetermined rotational speed, for example, during idle operation, in order to prevent the engine rotational speed from rapidly decreasing and engine stall.
- a predetermined rotational speed for example, during idle operation, in order to prevent the engine rotational speed from rapidly decreasing and engine stall.
- LRC operation rotation speed the engine rotation speed at which this gradual excitation power generation function operates.
- the voltage regulator 6 is built in the alternator 5 and controls the power generation voltage of the alternator 5 to a predetermined target power generation voltage.
- the voltage regulator 6 increases the field current by increasing the field current if the power generation voltage of the alternator 5 is lower than the target power generation voltage, and decreases the power generation voltage by decreasing the field current if the power generation voltage of the alternator 5 is higher than the target power generation voltage. .
- the battery 7 stores electricity and supplies the stored electricity to various electric loads 10 of the vehicle such as a headlight and a blower fan for air conditioning as needed.
- the positive terminal of the battery 7 is connected to the alternator 5 and the electric load 10, and the negative terminal is grounded.
- the navigation device 8 includes a host vehicle position detection unit 81, a storage unit 82, and a communication unit 83, and detects an environment of a road on which the host vehicle is traveling (hereinafter referred to as “road traffic environment”).
- the own vehicle position detection unit 81 receives a radio wave from a GPS satellite by a GPS (Global Positioning System) sensor and detects the own vehicle position. Further, the traveling direction and altitude of the host vehicle are calculated based on the detection value of the 3D gyro sensor.
- GPS Global Positioning System
- the storage unit 82 stores map information such as roads and facilities on the roads. More specifically, information such as road width, number of lanes, speed limit, signal and presence / absence of crossing, curvature radius of curve, intersection, toll gate of toll road, and the like are stored.
- the communication unit 83 receives road congestion information transmitted from the road traffic information communication system center by the receiver.
- the controller 9 includes a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
- the controller 9 receives a signal from an inter-vehicle distance sensor 91 that detects the inter-vehicle distance between the host vehicle and the preceding vehicle by emitting a millimeter wave in front of the host vehicle and receiving the millimeter wave reflected from the preceding vehicle. Is done.
- a signal from the SOC sensor 92 that detects the charge amount SOC (State (Of Charge) of the battery 7 is input.
- an accelerator stroke sensor 93 for detecting the amount of depression of the accelerator pedal (hereinafter referred to as “accelerator operation amount”) and a vehicle speed sensor 94 for detecting the vehicle speed.
- Accelelerator operation amount for detecting the amount of depression of the accelerator pedal
- vehicle speed sensor 94 for detecting the vehicle speed.
- the navigation device 8 and the controller 9 are connected to a CAN (Controller Area Network) communication line 90 so that data can be transmitted and received with each other by CAN communication.
- CAN Controller Area Network
- the controller 9 sets the target power generation voltage of the alternator 5 according to the operating state of the engine 1, converts the set target power generation voltage into a power generation command value, and outputs it to the voltage regulator 6.
- the target power generation voltage is increased at the time of coasting when the accelerator pedal is not depressed and the vehicle is traveling in inertia and when fuel supply to the engine 1 is stopped.
- the target power generation voltage of the alternator 5 increases, the load applied to the engine 1 for driving the alternator 5 increases, and the deceleration of the vehicle during power generation also increases. Therefore, if the target power generation voltage is set too high, the deceleration becomes too large and the driver may feel uncomfortable during coasting.
- the maximum deceleration at which the driver does not feel uncomfortable during coasting is set as a normal allowable deceleration Gt2 in advance by experiments or the like according to the vehicle speed, and when performing regenerative control, The target generated voltage is set within a range not exceeding the normal allowable deceleration Gt2.
- this normal permissible deceleration Gt2 is a deceleration at which the driver feels uncomfortable when traveling on a straight flat road (hereinafter referred to as “normal coasting”). Therefore, when traveling in the actual market, the deceleration may be set to the allowable deceleration Gt2 depending on the road traffic environment, such as when there are corners, intersections, toll booths, or when traveling downhill. There are scenes where the driver does not feel uncomfortable when driving on the coast.
- FIG. 2 is a flowchart illustrating the regeneration control according to this embodiment.
- the controller 9 executes this routine at a predetermined calculation cycle (for example, 10 [ms]).
- step S1 the controller 9 determines whether or not it is during coasting and fuel cut.
- the controller 9 performs the process of step S2 when coasting and when the fuel is cut, and otherwise ends the current process.
- step S2 the controller 9 determines whether or not the battery 7 needs to be charged. Specifically, it is determined whether the SOC is a predetermined value or less. If the SOC is equal to or lower than the predetermined value, the controller 9 performs the process of step S3 assuming that the regeneration execution condition is satisfied. On the other hand, if the SOC is larger than the predetermined value, the process of step S4 is performed assuming that the regeneration execution condition is not satisfied.
- step S3 the controller 9 performs a regeneration process.
- the regeneration process will be described later with reference to FIG.
- step S4 the controller 9 performs non-regenerative processing.
- the non-regenerative process will be described later with reference to FIG.
- FIG. 3 is a flowchart for explaining the regeneration process.
- step S30 the controller 9 determines whether or not it is a deceleration scene based on the road traffic environment. If it is not a deceleration scene, the controller 9 performs the process of step S31. On the other hand, if it is a deceleration scene, the process of step S32 is performed.
- a deceleration scene is a scene that needs to be decelerated in front of corners, intersections, toll booths, etc., or because the speed limit of the road ahead is lower than the speed limit of the road you are currently driving on This is a scene that is considered necessary, a scene that needs to be decelerated because the inter-vehicle distance from the preceding vehicle is tight, a scene that needs to be decelerated on a downward slope, and the like.
- step S31 the controller 9 performs normal regenerative control assuming that it is not a deceleration scene, that is, during normal coasting.
- LRC LRC avoiding rotational speed
- the speed ratio of the continuously variable transmission 3 is controlled from the highest High speed ratio to the Low side until the vehicle speed reaches the predetermined vehicle speed VSP1, The engine rotation speed is maintained at the LRC avoidance rotation speed.
- this control is referred to as “regeneration shift control”.
- the target generator voltage of the alternator 5 is set so that the deceleration of the entire vehicle becomes the normal allowable deceleration Gt2, and the set target The generated voltage is converted into a power generation command value and output to the voltage regulator 6.
- the engine rotation speed is maintained at the LRC avoidance rotation speed so as not to fall below the LRC operation rotation speed when the engine rotation speed is equal to or lower than the LRC operation rotation speed. This is because when the regenerative control is performed, the gradual excitation power generation function of the alternator 5 is activated, and the power generation amount is reduced as compared with the non-operation time.
- FIG. 5 is a diagram for explaining a difference in power generation amount between when the gradual excitation power generation function of the alternator 5 is activated and when it is not activated.
- step S32 to step S39 various regeneration controls according to the deceleration scene are performed.
- step S32 the controller 9 calculates a recommended deceleration G ⁇ corresponding to the deceleration scene.
- the recommended deceleration G ⁇ is calculated as follows.
- the recommended vehicle speed for cornering is calculated based on the radius of curvature of the corner. Then, based on the recommended vehicle speed, the current vehicle speed, and the distance to the corner, a deceleration required to drop the current vehicle speed to the recommended vehicle speed when entering the corner is calculated, and the deceleration is set as a recommended deceleration G ⁇ .
- the recommended vehicle speed when passing through the intersection or toll gate is calculated first. Then, based on the recommended vehicle speed, the current vehicle speed, and the distance to the intersection or toll gate, calculate the deceleration required to reduce the current vehicle speed to the recommended vehicle speed when passing the intersection or toll gate, and recommend that deceleration The deceleration is G ⁇ .
- the deceleration required to make the distance between the front vehicle and the front vehicle appropriate is calculated as the recommended deceleration G ⁇ according to the relative speed between the front vehicle and the host vehicle.
- the recommended deceleration G ⁇ is calculated according to the acceleration during traveling.
- step S33 the controller 9 determines, based on the recommended deceleration G ⁇ , that the driver does not feel uncomfortable during coasting even when the deceleration exceeds the normal allowable deceleration Gt2, that is, the driver is more likely than during normal coasting. It is determined whether or not the scene is a deceleration scene (hereinafter referred to as a “conditional deceleration scene”) in which the deceleration that gives a sense of incongruity is large. Specifically, it is determined whether or not the recommended deceleration G ⁇ is greater than the conditional allowable deceleration Gt3.
- the conditional allowable deceleration Gt3 is the maximum deceleration allowed in the conditional deceleration scene, that is, the maximum deceleration at which the driver does not feel strange in the conditional deceleration scene.
- the conditional allowable deceleration Gt3 is set in advance by experiments or the like according to the vehicle speed.
- the conditional allowable deceleration Gt3 is set so as to increase as the vehicle speed increases, and is larger than the normal allowable deceleration Gt2 in the entire vehicle speed range. If the recommended deceleration G ⁇ is greater than the conditional allowable deceleration Gt3, the controller 9 performs the process of step S34 to set the target power generation voltage higher than that during the normal regenerative control. On the other hand, if the recommended deceleration G ⁇ is equal to or less than the conditional allowable deceleration Gt3, the process of step S35 is performed.
- step S34 the controller 9 performs regenerative control in a conditional deceleration scene (hereinafter referred to as “conditional regenerative control”).
- the controller 9 performs regenerative shift control in the same way as during normal regenerative control. Then, in consideration of the deceleration determined according to the gear ratio of the continuously variable transmission 3, the target power generation voltage of the alternator 5 is set higher than that in the normal regenerative control so that the deceleration of the entire vehicle becomes the conditional allowable deceleration Gt3. The target power generation voltage thus set is converted into a power generation command value and output to the voltage regulator 6.
- step S35 the controller 9 determines whether to perform normal regeneration control based on the recommended deceleration G ⁇ . Specifically, it is determined whether or not the recommended deceleration G ⁇ is larger than the normal allowable deceleration Gt2.
- the target power generation voltage of the alternator 5 is set so that the deceleration becomes the normal allowable deceleration Gt2 in such a scene, the speed becomes below the recommended speed before entering the corner, and the driver There is a risk of depressing the accelerator pedal before entering the corner. Further, the relative speed difference with the front vehicle becomes large, and the distance between the front vehicle and the front vehicle is increased, and the driver may step on the accelerator pedal to follow the front vehicle. As a result, as described above, there arises a problem that the fuel consumption deteriorates.
- step S36 the controller 9 performs the process of step S36 to perform the normal regeneration control.
- step S37 the process of step S37 is performed assuming that the accelerator pedal may be depressed if the normal regeneration control is performed.
- step S36 the controller 9 performs normal regeneration control.
- step S37 the controller 9 inhibits the regenerative shift control that was performed during the normal regenerative control and the conditional regenerative control, and the engine rotational speed decreases to the LRC avoiding rotational speed as shown in FIG. Also, the transmission ratio of the continuously variable transmission 3 is maintained at the highest transmission ratio, and the engine rotation speed is reduced below the LRC operation rotation speed.
- step S38 the controller 9 determines whether or not to perform regenerative control based on the recommended deceleration G ⁇ . Specifically, it is determined whether or not the recommended deceleration G ⁇ is greater than the regeneration prohibition deceleration Gt1.
- the regeneration prohibition deceleration Gt1 is set in advance by experiments or the like according to the vehicle speed.
- the regeneration prohibition deceleration Gt1 is set so as to increase as the vehicle speed increases, and is smaller than the normal allowable deceleration Gt2 in the entire vehicle speed range. If the recommended deceleration G ⁇ is greater than the regeneration prohibition deceleration Gt1, the controller 9 performs the process of step S39. On the other hand, if the recommended deceleration G ⁇ is equal to or less than the regeneration prohibition deceleration Gt1, the process of step S40 is performed.
- Such a determination is performed even in a scene where the recommended deceleration G ⁇ is a normal allowable deceleration Gt2 or less and it is desired to earn a distance by coasting (an area where the engine rotational speed is equal to or less than the LRC operational rotational speed). )
- the regenerative control is performed so that the deceleration is gradually increased by operating the gradual excitation power generation function, it is more suitable for the current driving scene and when the regenerative control is not performed is more suitable for the current driving scene. There are cases.
- the regeneration control (hereinafter referred to as “LRC regeneration control”) in which the gradual excitation power generation function is activated in the LRC operation region. If the recommended deceleration G ⁇ is smaller than the regeneration prohibition deceleration Gt1, the regeneration control itself is prohibited.
- step S39 the controller 9 performs LRC regeneration control.
- step S40 the controller 9 prohibits the execution of the various regeneration controls described above.
- FIG. 7 is a flowchart for explaining the non-regenerative process.
- step S41 as in step S30, the controller 9 determines whether or not it is a deceleration scene based on the road traffic environment. If it is not a deceleration scene, the controller 9 performs the process of step S45. On the other hand, if it is a deceleration scene, the process of step S42 is performed.
- step S42 the controller 9 calculates a recommended deceleration G ⁇ corresponding to the deceleration scene, similarly to step S32.
- step S43 the controller 9 determines whether or not the recommended deceleration G ⁇ is larger than the LRC avoidance deceleration Gt0.
- the deceleration Gt0 is the speed ratio of the continuously variable transmission 3 controlled to the lowest speed ratio side in order to maintain the LRC avoidance speed when the engine speed decreases to the LRC avoidance speed. This is to determine whether or not. If the recommended deceleration G ⁇ is greater than the LRC avoidance deceleration Gt0, the controller 9 performs the process of step S44. On the other hand, if the recommended deceleration G ⁇ is equal to or less than the LRC avoidance deceleration Gt0, the process of step S45 is performed.
- step S44 the controller 9 maintains the transmission ratio of the continuously variable transmission 3 at the highest transmission ratio even when the engine rotation speed decreases to the LRC avoidance rotation speed, and reduces the engine rotation speed to the LRC operation rotation speed or less. .
- step S45 the controller 9 controls the transmission ratio of the continuously variable transmission 3 to the highest transmission ratio, and when the engine speed decreases to the LRC avoiding rotation speed as the vehicle speed decreases, the vehicle speed is set to a predetermined value.
- the speed ratio of the continuously variable transmission 3 is controlled from the Highest speed ratio to the Low side until the vehicle speed VSP1 is reached, and the engine speed is maintained at the LRC avoiding speed.
- the recommended deceleration G ⁇ corresponding to the road traffic environment is calculated in consideration of the change in the deceleration required by the driver depending on the road traffic environment, and based on the recommended deceleration G ⁇ . Therefore, it is determined whether to perform conditional regenerative control, normal regenerative control, or LRC regenerative control, or prohibit regenerative control itself.
- conditional regenerative control when the recommended deceleration G ⁇ is larger than the conditional allowable deceleration Gt3, that is, in a deceleration scene (conditional deceleration scene) in which the deceleration that causes the driver to feel strange is greater than during normal coasting. Therefore, we decided to implement conditional regenerative control.
- the target power generation voltage of the alternator 5 is set higher than that during the normal regenerative control performed during normal coasting.
- the engine speed is reduced below the LRC operating speed while maintaining the gear ratio of the continuously variable transmission 3 at the highest gear ratio, so that the distance can be gained by coasting. Therefore, since the accelerator pedal is not stepped on unnecessarily during coasting, fuel efficiency can be improved.
- the slow excitation power generation function is operated to gradually increase the deceleration so that the deceleration of the entire vehicle becomes the regeneration prohibition deceleration Gt1, so that an appropriate deceleration is generated.
- the charging efficiency can be improved and fuel consumption can be improved.
- the speed ratio of the continuously variable transmission 3 is maximized. While maintaining the high gear ratio, the engine speed is reduced to below the LRC operating speed, and the regenerative control itself is also prohibited. Therefore, the distance can be gained by coasting, and the accelerator pedal is not stepped on unnecessarily during coasting, so that fuel efficiency can be improved.
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Abstract
Description
Claims (6)
- エンジン(1)によって駆動されて発電する発電機(5)を備え、前記発電機(5)によって車両の運動エネルギを電気エネルギに変換する車両の回生制御装置であって、
前記発電機(5)の発電電圧を可変に制御する発電電圧制御手段(6)と、
道路交通環境を検出する道路交通環境検出手段(S30)と、
前記道路交通環境に応じて、コースト走行時における推奨減速度を算出する推奨減速度算出手段(S32)と、
前記推奨減速度が大きいほど、前記発電機(5)の発電電圧を増大させて車両の運動エネルギを電気エネルギに変換する回生制御手段(S34)と、
を備える車両の回生制御装置。 - 前記回生制御手段(S34)は、
前記推奨減速度が、コースト走行時に通常許容されている通常許容減速度よりも高い所定の条件付許容減速度を超えている場合は、車両の減速度が前記通常許容減速度を超えても前記発電機(5)の発電電圧を増大させて車両の運動エネルギを電気エネルギに変換する条件付回生制御を行う、請求項1に記載の車両の回生制御装置。 - 変速比を無段階に変更することができる無段変速機(3)を備え、
前記発電機(5)は、エンジン回転速度が所定の回転速度以下のときに徐々に発電電圧を目標値へと増大させる徐励発電機能を有し、
前記回生制御手段(S34)は、
前記条件付回生制御時には、前記徐励発電機能が作動しないように、前記無段変速機(3)の変速比を最小変速比から大きくしてエンジン回転速度を前記所定の回転速度よりも高い回転速度に維持する、請求項2に記載の車両の回生制御装置。 - 前記推奨減速度が前記通常許容減速度よりも小さいときは、前記変速比制御を禁止して、エンジン回転速度を前記所定の回転速度以下まで低下させる変速比制御禁止手段(S37)を備える、請求項3に記載の車両の回生制御装置。
- 前記推奨減速度が前記通常許容減速度よりも小さい回生禁止減速度を超えている場合は、エンジン回転速度が前記所定の回転速度以下の領域で、前記徐励発電機能を作動させて車両の運動エネルギを電気エネルギに変換する徐励発電回生制御手段(S39)を備える、請求項4に記載の車両の回生制御装置。
- 前記推奨減速度が前記回生禁止減速度よりも小さいときは、回生制御を禁止する回生制御禁止手段(S40)を備える、請求項5に記載の車両の回生制御装置。
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JP2012550932A JP5668761B2 (ja) | 2010-12-28 | 2011-12-26 | 車両の回生制御装置 |
US13/976,607 US8798870B2 (en) | 2010-12-28 | 2011-12-26 | Regeneration control device for vehicle |
EP11853420.5A EP2660444B1 (en) | 2010-12-28 | 2011-12-26 | Vehicle regeneration control device |
CN201180063545.1A CN103282625B (zh) | 2010-12-28 | 2011-12-26 | 车辆再生控制装置 |
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EP (1) | EP2660444B1 (ja) |
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CN103282625B (zh) | 2016-01-13 |
US20130289830A1 (en) | 2013-10-31 |
JPWO2012090924A1 (ja) | 2014-06-05 |
EP2660444A4 (en) | 2017-07-19 |
CN103282625A (zh) | 2013-09-04 |
EP2660444A1 (en) | 2013-11-06 |
US8798870B2 (en) | 2014-08-05 |
JP5668761B2 (ja) | 2015-02-12 |
EP2660444B1 (en) | 2018-08-08 |
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