WO2020217726A1 - Regeneration control device - Google Patents

Regeneration control device Download PDF

Info

Publication number
WO2020217726A1
WO2020217726A1 PCT/JP2020/009144 JP2020009144W WO2020217726A1 WO 2020217726 A1 WO2020217726 A1 WO 2020217726A1 JP 2020009144 W JP2020009144 W JP 2020009144W WO 2020217726 A1 WO2020217726 A1 WO 2020217726A1
Authority
WO
WIPO (PCT)
Prior art keywords
regenerative torque
regenerative
vehicle
motor
weight
Prior art date
Application number
PCT/JP2020/009144
Other languages
French (fr)
Japanese (ja)
Inventor
山口　伸二
忠一 植竹
Original Assignee
ダイムラー・アクチェンゲゼルシャフト
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ダイムラー・アクチェンゲゼルシャフト filed Critical ダイムラー・アクチェンゲゼルシャフト
Publication of WO2020217726A1 publication Critical patent/WO2020217726A1/en

Links

Images

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
    • 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
    • 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
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle regenerative control device.
  • the amount of change in the weight of the vehicle due to the loading condition is larger than that of a passenger car. Therefore, when there is an error in the estimated weight of the vehicle, the motor control amount based on the estimated weight including the error and the motor control amount corresponding to the actual weight are likely to deviate from each other. As a result, when the regenerative braking force acts with an inaccurate motor control amount, the drivability may be lowered, and the running safety may be lowered such as the load collapsing or slipping.
  • a truck as described above has an inaccurate estimated weight recorded in the vehicle's storage medium, especially when traveling immediately after the vehicle's weight has changed, such as immediately after delivery.
  • the motor control amount set accordingly is not appropriate, which may lead to deterioration of drivability and running safety.
  • the present invention has been made in view of such a situation, and an object of the present invention is to suppress deterioration of drivability and running safety even in an electric vehicle having a large amount of change in weight.
  • the purpose is to provide a regenerative control device that can be used.
  • the regenerative control device is a regenerative control device for a motor capable of regenerative control when the vehicle is decelerating, and is an estimated weight of the vehicle based on information obtained by the vehicle traveling.
  • a weight estimation unit that calculates the regenerative torque characteristic
  • a regenerative torque characteristic storage unit that stores in advance the regenerative torque characteristic that defines the optimum regenerative torque of the motor with respect to the running state of the vehicle, and the regenerative torque characteristic based on the accelerator opening of the vehicle.
  • the regenerative torque characteristic storage unit includes a regenerative torque control unit that obtains the optimum regenerative torque from the motor and controls the regenerative torque of the motor to the optimum regenerative torque, and the estimated regenerative weight is less than a predetermined threshold value.
  • a plurality of the regenerative torque characteristics including the first regenerative torque characteristic selected in the case and the second regenerative torque characteristic selected in the case of the threshold value or more are stored, and the regenerative torque control unit is the weight estimation unit. Controls the motor based on the first regenerative torque characteristic until the estimated weight is calculated.
  • the regenerative control device calculates the estimated weight of the vehicle based on the traveling information of the vehicle, and based on the calculated estimated weight, the first regenerative torque characteristic or the second regenerative torque stored in the regenerative torque characteristic storage unit. Select one of the torque characteristics.
  • the first regenerative torque characteristic and the second regenerative torque characteristic are used to obtain the optimum regenerative torque suitable for the estimated weight of the vehicle, and are based on, for example, the traveling state such as the accelerator opening of the vehicle and the rotation speed of the motor. Therefore, the regenerative torque of the motor that can obtain the optimum regenerative amount during deceleration is specified.
  • the regenerative torque control unit of the regenerative control device suppresses the regenerative braking force when the estimated weight is relatively light by setting the optimum regenerative torque through the regenerative torque characteristic based on the estimated weight, and the running safety is improved.
  • the estimated weight is relatively heavy, the amount of regeneration during deceleration can be sufficiently recovered.
  • the regenerative control device sets the optimum regenerative torque based on the first regenerative torque characteristic in the estimation period from the start of the weight estimation by the weight estimation unit to the calculation of the estimated weight. That is, the regenerative torque control unit can control the regenerative torque of the motor so as not to become excessive during the period when the weight estimation unit cannot calculate a highly reliable estimated weight, and suppresses vehicle slippage and load collapse. be able to.
  • the regenerative control device according to the first aspect of the present invention, it is possible to suppress deterioration of drivability and running safety even in an electric vehicle having a large amount of change in weight.
  • the first regenerative torque characteristic and the second regenerative torque characteristic are the rotation speed and the regenerative torque of the motor. Relationships may be set independently of each other.
  • the relationship between the rotation speed of the motor and the regenerative torque is set independently of each other in each of the plurality of regenerative torque characteristics. It is possible to set a regenerative torque that improves driving safety in a region where the number of revolutions is low.
  • the regenerative torque control unit is new when the estimated weight is updated.
  • the regenerative torque characteristic may be selected based on the above.
  • the regenerative control device According to the regenerative control device according to the third aspect of the present invention, even if the reliability of the estimated weight calculated after the weight estimation period is insufficient, the estimated weight is sequentially updated by the running of the vehicle. As the reliability improves, the optimum regenerative torque set accordingly will be gradually corrected to a more appropriate value.
  • the regenerative torque control unit stores the regenerative torque characteristics of 3 or more in the regenerative torque characteristic storage unit. If so, the selection of the regenerative torque characteristic may be switched stepwise.
  • the regenerative control device has three or more stages such as the first regenerative torque characteristic, the second regenerative torque characteristic, and the third regenerative torque characteristic selected based on the magnitude of the estimated weight. Even if the regenerative torque characteristic of is set to be switchable, the regenerative torque is skipped so that the 1st regenerative torque characteristic and the 3rd regenerative torque characteristic are not switched to each other. The selection of characteristics is switched step by step. As a result, according to the regenerative control device according to the fourth aspect of the present invention, it is possible to control the regenerative torque of the motor so as not to change suddenly, and it is possible to further suppress deterioration of drivability and running safety. ..
  • FIG. 1 is a system configuration diagram of a vehicle 1 including a regenerative control device according to the present invention.
  • the vehicle 1 is a truck (that is, an electric truck) of an electric vehicle including a motor 2 as a traveling drive source.
  • the vehicle 1 is not limited to the truck type, and may be a general passenger vehicle, bus, or other vehicle type as long as it includes a motor as a traveling drive source.
  • the vehicle 1 includes a motor 2, a propeller shaft 3, a differential device 4, a drive shaft 5, a drive wheel 6, an inverter 10, a PDU 11, a battery 12, accessories 13, an accelerator pedal 20, and a brake pedal. It includes 21, an accelerator sensor 22, a brake switch 23, an acceleration sensor 40, and a VCU 50 as a "regeneration control device".
  • the vehicle 1 is appropriately provided with components provided in the conventional electric truck.
  • the motor 2 is an electric motor that can also operate as a generator, such as a permanent magnet type synchronous motor.
  • a differential device 4 is connected to the output shaft of the motor 2 via a propeller shaft 3, and left and right drive wheels 6 are connected to the differential device 4 via a drive shaft 5. Further, the motor 2 is connected to the battery 12 and the accessories 13 via the inverter 10 and the PDU 11.
  • the DC power output from the battery 12 via the PDU 11 is converted into AC power by the inverter 10 and supplied to the motor 2, and the driving force generated by the motor 2 is transmitted to the drive wheels 6 to drive the vehicle 1.
  • Run power running control
  • the motor 2 functions as a generator by reverse driving from the drive wheel 6 side (regeneration control).
  • the negative driving force generated by the motor 2 is transmitted to the driving wheel 6 side as braking force, and the AC power generated by the motor 2 is converted into DC power by the inverter 10 to convert the PDU 11 to DC power.
  • the battery 12 is charged via.
  • the PDU 11 is a power distribution unit (Power Distribution Unit) connected to various electric devices mounted on the vehicle 1, and uses the high-voltage power supplied from the battery 12 as the motor 2. And accessories 13 are distributed.
  • the PDU 11 may be connected to a low-voltage battery (neither shown) via a DC-DC converter, which is suitable for a device driven by a low voltage such as VCU50, which will be described later. Power can be supplied.
  • the battery 12 is a secondary battery that mainly supplies electric power as an energy source for running the vehicle 1, and is, for example, a lithium ion battery.
  • the auxiliary equipment 13 is an electric device such as an air conditioner or a power steering device, and operates by supplying high-voltage power via the PDU 11.
  • the accelerator pedal 20 and the brake pedal 21 are provided in the driver's seat of the vehicle 1 and are operation mechanisms for the driver to perform acceleration operation and deceleration operation, respectively.
  • the accelerator sensor 22 detects the amount of operation of the accelerator pedal 20 and transmits the accelerator opening degree Ac to the VCU 50 described later.
  • the brake switch 23 detects the operation amount of the brake pedal 21 and transmits the operation amount to the VCU 50.
  • the acceleration sensor 40 detects the acceleration of the vehicle 1 at any time during the period when the ignition of the vehicle 1 is ON and transmits it to the VCU 50.
  • the VCU 50 includes an input / output device, a storage device (ROM, RAM, etc.) used for storing control programs, control maps, and the like, a central processing unit (CPU), a timer counter, and the like (none of which are shown). It is a vehicle control unit (Vehicle Control Unit) for comprehensively controlling the entire vehicle 1 by monitoring and controlling the state of various components mounted on the vehicle 1.
  • a storage device ROM, RAM, etc.
  • CPU central processing unit
  • timer counter timer counter
  • the VCU 50 calculates the required torque based on the information such as the accelerator opening degree Ac transmitted from the accelerator sensor 22, and controls the torque T and the rotation speed N of the motor 2 to control the driver.
  • the vehicle 1 is accelerated at an acceleration corresponding to the stepping operation on the accelerator pedal 20 of the above.
  • the VCU 50 regeneratively controls the motor 2 based on the amount of brake operation or the like, and also controls a brake mechanism (not shown) as necessary, and negative acceleration according to the driver's stepping operation on the brake pedal 21. Decelerates vehicle 1.
  • the VCU 50 manages the charging / discharging of the battery 12 by the power running control and the regenerative control by instructing the power control via the PDU 11.
  • the VCU 50 includes a weight estimation unit 51, a regenerative torque characteristic storage unit 52, and a regenerative torque control unit 53 as a mechanism for performing regenerative control for the motor 2.
  • the weight estimation unit 51 estimates the weight of the vehicle 1 that changes depending on the loading state of cargo handling in the vehicle 1, the number of passengers, and the like, based on the acceleration sensor 40, the torque T of the motor 2, and the rotation speed N. More specifically, the weight estimation unit 51 calculates the force acting on the vehicle 1 by using the above-mentioned information of the motor 2 and the gradient data of the road on which the vehicle 1 travels, and obtains the force by the acceleration sensor 40. By using the acceleration information obtained, the estimated weight Wes of the vehicle 1 is calculated through the equation of motion for the vehicle 1. Further, the weight estimation unit 51 may determine the road surface gradient on which the vehicle is traveling based on the data obtained from the acceleration sensor 40. In this case, the actual acceleration of the vehicle may be calculated from the fluctuation of the rotation speed of the motor 2, and the estimated weight Wes of the vehicle 1 may be calculated from the equation of motion based on the torque at that time.
  • the regenerative torque characteristic storage unit 52 has a torque T when the number of revolutions N of the motor 2 and the accelerator opening Ac as the running state of the vehicle 1 and the amount of regeneration obtained by the regenerative control during deceleration are maximized, that is, optimum regeneration.
  • the regenerative torque characteristic that defines the relationship with the torque T OPT is stored in advance.
  • the regenerative torque characteristic in this embodiment is known as a regenerative torque map, in order to grasp what kind of regenerative torque T should be used to control the motor 2 with respect to the running state to obtain the maximum regenerative amount. As a reference curve, it is acquired in advance according to the characteristics of the vehicle 1.
  • the regenerative torque characteristic storage unit 52 stores in advance a plurality of regenerative torque characteristics selected according to the estimated weight Wes of the vehicle 1. More specifically, the regenerative torque characteristic storage unit 52 is selected depending on whether or not the estimated weight of the vehicle 1 estimated by the weight estimation unit 51 is less than a predetermined threshold Wth arbitrarily set in advance.
  • the regenerative torque weak map Mw as the "first regenerative torque characteristic” and the regenerative torque strong map Ms as the "second regenerative torque characteristic" are stored.
  • the regenerative torque weak map Mw is selected when the estimated weight Wes of the vehicle 1 is less than the threshold value Wth, and the optimum regenerative torque TOPT is set to be relatively small so as to suppress the regenerative braking force and improve the running safety. It is a characteristic curve.
  • the regenerative torque strength map Ms is selected when the estimated weight Wes of the vehicle 1 is equal to or greater than the threshold value Wth, and the optimum regenerative torque TOPT is set relatively large so that the regenerative amount during deceleration can be sufficiently recovered. It is a curve.
  • the regenerative torque control unit 53 obtains the above-mentioned optimum regenerative torque TOPT corresponding to the rotation speed N of the motor 2 and the accelerator opening Ac during traveling from the regenerative torque characteristics selected based on the estimated weight Wes, and obtains the optimum regenerative torque TOPT corresponding to the motor 2.
  • the motor 2 is controlled during deceleration of the vehicle 1 so that the regenerative torque T of the vehicle 1 becomes the optimum regenerative torque T OPT .
  • FIG. 2 is a graph conceptually showing the regenerative torque characteristics according to the present invention.
  • the regenerative torque control unit 53 selects either the regenerative torque weak map Mw or the regenerative torque strong map Ms based on the estimated weight Wes of the vehicle 1 estimated by the weight estimation unit 51, and then sets the accelerator opening Ac and The optimum regenerative torque T OPT corresponding to the rotation speed N can be read out. Then, the regenerative torque control unit 53 can optimize the amount of regeneration during deceleration of the vehicle 1 by controlling the regenerative torque T of the motor 2 to be the optimum regenerative torque T OPT .
  • FIG. 2 it is a condition that the estimated weight Wes is less than the threshold value Wth when the accelerator opening Ac is relatively small at a certain timing and the rotation speed N of the motor 2 is N NOW.
  • the optimum regenerative torque T OPT is set to T0 based on the regenerative torque weak map Mw.
  • the optimum regenerative torque T OPT is set to T1 on the basis of the regenerative torque strength map Ms. That is, when the rotation speed N of the motor 2 and the accelerator opening degree Ac at each timing are determined, if the estimated weight Wes is relatively light, the regenerative torque T is controlled to be relatively small, and the estimated weight Wes is relative. If it is heavy, the regenerative torque T is controlled to be relatively large.
  • the regenerative torque strong map Ms is generally higher than the entire movable range of the rotation speed N. It is set to be T.
  • the two are not in a relationship of moving in parallel with each other in the magnitude direction of the regenerative torque T, and the relationship between the rotation speed N of the motor 2 and the regenerative torque T is set independently of each other.
  • the regenerative torque T decreases sharply as the rotation speed N decreases, and the difference between the two decreases. This is because, in the traveling state where the rotation speed N of the motor 2 is low, the traveling safety can be improved at the regenerative torque T at which both converge.
  • the rotation speed N of the motor 2 is inductively derived from the regenerative torque characteristics based on the accelerator opening degree Ac without using the measured value of the sensor in the motor 2. You can also ask.
  • FIG. 3 is a flowchart showing regenerative torque control in the regenerative control device according to the present invention.
  • the VCU 50 starts the control procedure according to the flowchart of FIG. 3 when an ignition (not shown) is switched from OFF to ON and activated.
  • the regenerative torque control unit 53 selects the regenerative torque weak map Mw as the regenerative torque characteristic and starts traveling of the vehicle 1 (step S1). That is, when the vehicle 1 decelerates during this traveling period, the regenerative torque control unit 53 reads out the optimum regenerative torque TOPT from the coordinates corresponding to the traveling state in the regenerative torque weak map Mw, and the regenerative torque of the motor 2 is increased. It is controlled so as to have the optimum regenerative torque TOPT .
  • the weight estimation unit 51 starts the calculation of the estimated weight Wes of the vehicle 1 by the above method (step S2).
  • the VCU 50 determines whether or not the estimated weight Wes of the vehicle 1 has been acquired in step S2 (step S3). Further, the weight estimation unit 51 continues the weight estimation in step S2 until the estimated weight Wes is acquired (No in step S3).
  • the regenerative torque control unit 53 determines whether or not the estimated weight Wes is less than the above threshold value Wth (step S4).
  • the regenerative torque control unit 53 selects the regenerative torque weak map Mw when the estimated weight Wes is less than the threshold value Wth (step S5), and selects the regenerative torque strong map Mw when the estimated weight Wes is equal to or more than the threshold value Wth. Select Ms (step S6). That is, the regenerative torque control unit 53 selects the regenerative torque characteristic that reads out the optimum regenerative torque TOPT set at the time of deceleration according to the estimated weight Wes of the vehicle 1.
  • the weight estimation unit 51 continuously calculates the estimated weight Wes by using the acceleration associated with the running of the vehicle 1, and therefore continuously calculates the estimated weight Wes with the newly calculated estimated value. Update (step S7).
  • step S8 determines whether or not the ignition of the vehicle 1 has been switched to OFF (step S8), and ends the regenerative torque control control procedure when the ignition is turned OFF (Yes in step S8).
  • step S8 the routine from step S4 to step S8 is continued. That is, the regenerative torque control unit 53 obtains from the selected regenerative torque characteristics while selecting the regenerative torque weak map Mw or the regenerative torque strong map Ms according to the estimated weight Wes continuously updated by the weight estimation unit 51.
  • the motor 2 is controlled by the optimum regenerative torque TOPT .
  • the regenerative torque control unit 53 sequentially updates the estimated weight Wes as the vehicle 1 travels and is reliable. Will improve.
  • VCU50 as regeneration control device according to the estimated weight of the vehicle 1, and controls the optimum regenerative torque T OPT for optimizing the amount of regeneration during deceleration.
  • T OPT optimum regenerative torque
  • the regenerative torque control unit 53 performs the optimum regenerative torque TOPT based on the regenerative torque weak map Mw during the estimation period from the start of the weight estimation by the weight estimation unit 51 to the calculation of the first estimated value. To set. That is, the regenerative torque control unit 53 can control the regenerative torque T of the motor 2 so as not to become excessive during the period when the weight estimation unit 51 cannot calculate the accurate estimated weight Wes, and the vehicle 1 slips or loads. The collapse can be suppressed. Therefore, according to the regenerative control device according to the present invention, it is possible to suppress a decrease in drivability and running safety even in an electric vehicle having a large amount of change in weight.
  • the present invention is not limited to the above-described embodiment.
  • a mode in which either the regenerative torque weak map Mw or the regenerative torque strong map Ms is selected by one threshold value Wth is illustrated, but for example, three or more regenerative torque characteristics are exhibited by two or more threshold values. You may choose from.
  • the regenerative torque weak map Mw is selected in the range of Wes ⁇ Wth1, and the range of Wth1 ⁇ Wes ⁇ Wth2.
  • the map Mm during the regenerative torque may be selected, and the regenerative torque strong map Ms may be selected in the range of Wes ⁇ Wth2.
  • the regenerative torque control unit 53 gradually switches the selection of the regenerative torque characteristic so that the regenerative torque weak map Mw skipping the regenerative torque medium map Mm and the regenerative torque strong map Ms do not switch to each other. Is preferable.
  • the VCU 50 can be controlled so that the regenerative torque T of the motor 2 does not change abruptly, and the deterioration of drivability and running safety can be further suppressed.

Abstract

The regeneration control device for a motor (2) on which regeneration control can be performed is provided with: a weight estimation unit (51) for calculating an estimated weight (Wes) on the basis of information obtained by traveling; a regenerative torque characteristic storage unit (52) for prestoring regenerative torque characteristics that specify the optimum regenerative torque (TOPT) of the motor (2) for a traveling state; and a regenerative torque control unit (53) for obtaining the optimum regenerative torque (TOPT) from the regenerative torque characteristics on the basis of an accelerator opening (Ac) and controlling the motor (2) to the optimum regenerative torque (TOPT). The regenerative torque characteristic storage unit (52) stores a regenerative torque weak map (Mw) and a regenerative torque strong map (Ms) which are each selected depending on whether the estimated weight (Wes) is less than a threshold value (WTh) or not. The regenerative torque control unit (53) controls the motor (2) on the basis of the regenerative torque weak map (Mw) until the weight estimation unit (51) calculates the estimated weight (Wes).

Description

回生制御装置Regenerative control device
　本発明は、車両の回生制御装置に関する。 The present invention relates to a vehicle regenerative control device.
　近年、環境負荷低減の観点から、トラック等の商用車の分野においても内燃機関を備えることなくモータのみによって駆動する電動車両の開発が行われている。電動車両においては、減速時に制動力を得ると共にモータで発電される電力をバッテリに回収することができる回生ブレーキが広く採用されている（例えば、特許文献１を参照）。このような車両においては、ドライバビリティやエネルギー効率向上の観点から、加速度や車両重量の推定によりモータの回生量を最適に設定するための制御が行われる。 In recent years, from the viewpoint of reducing environmental load, electric vehicles that are driven only by a motor without an internal combustion engine have been developed in the field of commercial vehicles such as trucks. In electric vehicles, regenerative braking that can obtain braking force during deceleration and recover the electric power generated by the motor to a battery is widely used (see, for example, Patent Document 1). In such a vehicle, from the viewpoint of improving drivability and energy efficiency, control is performed to optimally set the regenerative amount of the motor by estimating acceleration and vehicle weight.
特開２０１６－８２６９２号公報Japanese Unexamined Patent Publication No. 2016-82692
　しかしながら、例えばトラックなど荷物の集配を役務とする車両においては、積載状態に起因する車両の重量の変化量が乗用車に比して大きい。このため、推定される車両の重量に誤差がある場合には、誤差を含む推定重量に基づいたモータ制御量と、実際の重量に見合ったモータ制御量とが乖離しやすい。これにより、不正確なモータ制御量で回生制動力が働く場合には、ドライバビリティが低下する可能性がある他、積み荷の荷崩れやスリップなどの走行安全性の低下を招く虞がある。 However, in a vehicle such as a truck whose service is to collect and deliver luggage, the amount of change in the weight of the vehicle due to the loading condition is larger than that of a passenger car. Therefore, when there is an error in the estimated weight of the vehicle, the motor control amount based on the estimated weight including the error and the motor control amount corresponding to the actual weight are likely to deviate from each other. As a result, when the regenerative braking force acts with an inaccurate motor control amount, the drivability may be lowered, and the running safety may be lowered such as the load collapsing or slipping.
　上記のようなトラックは、特に、配送直後のように車両の重量が変化した直後の走行時においては、車両の記憶媒体に記録されている推定重量が不正確であることから、車両の重量に応じて設定されるモータ制御量が適切ではなく、これによりドライバビリティや走行安全性の低下を招く虞がある。 A truck as described above has an inaccurate estimated weight recorded in the vehicle's storage medium, especially when traveling immediately after the vehicle's weight has changed, such as immediately after delivery. The motor control amount set accordingly is not appropriate, which may lead to deterioration of drivability and running safety.
　本発明は、このような状況に鑑みてなされたものであり、その目的とするところは、重量の変化量が大きい電動車両であっても、ドライバビリティ及び走行安全性の低下を抑制することができる回生制御装置を提供することにある。 The present invention has been made in view of such a situation, and an object of the present invention is to suppress deterioration of drivability and running safety even in an electric vehicle having a large amount of change in weight. The purpose is to provide a regenerative control device that can be used.
＜本発明の第１の態様＞
　本発明の第１の態様に係る回生制御装置は、車両の減速時に回生制御が可能なモータの回生制御装置であって、前記車両が走行することにより得られる情報に基づいて前記車両の推定重量を算出する重量推定部と、前記車両の走行状態に対する前記モータの最適回生トルクを規定する回生トルク特性を予め記憶する回生トルク特性記憶部と、前記車両のアクセル開度に基づいて前記回生トルク特性から前記最適回生トルクを求め、前記モータの回生トルクを前記最適回生トルクに制御する回生トルク制御部と、を備え、前記回生トルク特性記憶部は、推定される前記推定重量が所定の閾値未満の場合に選択される第１回生トルク特性と、前記閾値以上の場合に選択される第２回生トルク特性とを含む複数の前記回生トルク特性を記憶し、前記回生トルク制御部は、前記重量推定部が前記推定重量を算出するまでは、前記第１回生トルク特性に基づいて前記モータを制御する。 <First aspect of the present invention>
The regenerative control device according to the first aspect of the present invention is a regenerative control device for a motor capable of regenerative control when the vehicle is decelerating, and is an estimated weight of the vehicle based on information obtained by the vehicle traveling. A weight estimation unit that calculates the regenerative torque characteristic, a regenerative torque characteristic storage unit that stores in advance the regenerative torque characteristic that defines the optimum regenerative torque of the motor with respect to the running state of the vehicle, and the regenerative torque characteristic based on the accelerator opening of the vehicle. The regenerative torque characteristic storage unit includes a regenerative torque control unit that obtains the optimum regenerative torque from the motor and controls the regenerative torque of the motor to the optimum regenerative torque, and the estimated regenerative weight is less than a predetermined threshold value. A plurality of the regenerative torque characteristics including the first regenerative torque characteristic selected in the case and the second regenerative torque characteristic selected in the case of the threshold value or more are stored, and the regenerative torque control unit is the weight estimation unit. Controls the motor based on the first regenerative torque characteristic until the estimated weight is calculated.
　回生制御装置は、車両の走行情報に基づいて当該車両の推定重量を算出すると共に、算出された当該推定重量に基づいて、回生トルク特性記憶部に記憶された第１回生トルク特性又は第２回生トルク特性のいずれかを選択する。ここで、第１回生トルク特性及び第２回生トルク特性は、車両の推定重量に適した最適回生トルクを求めるために使用され、例えば車両のアクセル開度やモータの回転数などの走行状態に基づいて、減速時における最適な回生量を得ることができるモータの回生トルクを規定している。このため、回生制御装置の回生トルク制御部は、推定重量に基づく回生トルク特性を介した最適回生トルクの設定により、推定重量が比較的軽い場合には回生制動力が抑制されて走行安全性が向上し、推定重量が比較的重い場合には減速時における回生量を十分に回収することができる。 The regenerative control device calculates the estimated weight of the vehicle based on the traveling information of the vehicle, and based on the calculated estimated weight, the first regenerative torque characteristic or the second regenerative torque stored in the regenerative torque characteristic storage unit. Select one of the torque characteristics. Here, the first regenerative torque characteristic and the second regenerative torque characteristic are used to obtain the optimum regenerative torque suitable for the estimated weight of the vehicle, and are based on, for example, the traveling state such as the accelerator opening of the vehicle and the rotation speed of the motor. Therefore, the regenerative torque of the motor that can obtain the optimum regenerative amount during deceleration is specified. Therefore, the regenerative torque control unit of the regenerative control device suppresses the regenerative braking force when the estimated weight is relatively light by setting the optimum regenerative torque through the regenerative torque characteristic based on the estimated weight, and the running safety is improved. When the estimated weight is relatively heavy, the amount of regeneration during deceleration can be sufficiently recovered.
　ここで、回生制御装置は、重量推定部が重量推定を開始してから推定重量が算出されるまでの推定期間においては、第１回生トルク特性に基づいて最適回生トルクを設定する。つまり、回生トルク制御部は、重量推定部が信頼性の高い推定重量を算出できない期間においては、モータの回生トルクが過大にならないように制御することができ、車両のスリップや荷崩れを抑止することができる。これにより、本発明の第１の態様に係る回生制御装置によれば、重量の変化量が大きい電動車両であっても、ドライバビリティ及び走行安全性の低下を抑制することができる。 Here, the regenerative control device sets the optimum regenerative torque based on the first regenerative torque characteristic in the estimation period from the start of the weight estimation by the weight estimation unit to the calculation of the estimated weight. That is, the regenerative torque control unit can control the regenerative torque of the motor so as not to become excessive during the period when the weight estimation unit cannot calculate a highly reliable estimated weight, and suppresses vehicle slippage and load collapse. be able to. As a result, according to the regenerative control device according to the first aspect of the present invention, it is possible to suppress deterioration of drivability and running safety even in an electric vehicle having a large amount of change in weight.
＜本発明の第２の態様＞
　本発明の第２の態様に係る回生制御装置においては、上記した本発明の第１の態様において、前記第１回生トルク特性及び前記第２回生トルク特性は、前記モータの回転数と回生トルクとの関係が互いに独立して設定されてもよい。 <Second aspect of the present invention>
In the regenerative control device according to the second aspect of the present invention, in the above-mentioned first aspect of the present invention, the first regenerative torque characteristic and the second regenerative torque characteristic are the rotation speed and the regenerative torque of the motor. Relationships may be set independently of each other.
　本発明の第２の態様に係る回生制御装置によれば、複数の回生トルク特性のそれぞれにおいて、モータの回転数と回生トルクとの関係が互いに独立して設定されていることにより、特にモータの回転数が低い領域において走行安全性を向上させる回生トルク設定が可能になる。 According to the regenerative control device according to the second aspect of the present invention, the relationship between the rotation speed of the motor and the regenerative torque is set independently of each other in each of the plurality of regenerative torque characteristics. It is possible to set a regenerative torque that improves driving safety in a region where the number of revolutions is low.
＜本発明の第３の態様＞
　本発明の第３の態様に係る回生制御装置においては、上記した本発明の第１又は２の態様において、前記回生トルク制御部は、前記推定重量が更新された場合に、新たな前記推定重量に基づいて前記回生トルク特性を選択してもよい。 <Third aspect of the present invention>
In the regenerative control device according to the third aspect of the present invention, in the first or second aspect of the present invention described above, the regenerative torque control unit is new when the estimated weight is updated. The regenerative torque characteristic may be selected based on the above.
　本発明の第３の態様に係る回生制御装置によれば、重量の推定期間を経て算出された推定重量の信頼性が万が一不十分であっても、車両の走行により推定重量が逐次更新されて信頼性が向上していくため、これに伴い設定される最適回生トルクも逐次より適切な値に修正されていくことになる。 According to the regenerative control device according to the third aspect of the present invention, even if the reliability of the estimated weight calculated after the weight estimation period is insufficient, the estimated weight is sequentially updated by the running of the vehicle. As the reliability improves, the optimum regenerative torque set accordingly will be gradually corrected to a more appropriate value.
＜本発明の第４の態様＞
　本発明の第４の態様に係る回生制御装置は、上記した本発明の第３の態様において、前記回生トルク制御部は、前記回生トルク特性記憶部が３以上の前記回生トルク特性を記憶している場合に、前記回生トルク特性の選択を段階的に切り替えてもよい。 <Fourth aspect of the present invention>
In the regenerative control device according to the fourth aspect of the present invention, in the third aspect of the present invention described above, the regenerative torque control unit stores the regenerative torque characteristics of 3 or more in the regenerative torque characteristic storage unit. If so, the selection of the regenerative torque characteristic may be switched stepwise.
　本発明の第４の態様に係る回生制御装置は、例えば推定重量の大きさに基づいて選択される第１回生トルク特性、第２回生トルク特性、及び第３回生トルク特性のように３段階以上の回生トルク特性を切り替え可能に設定されている場合であっても、第２回生トルク特性をスキップして第１回生トルク特性と第３回生トルク特性との相互の切り替えが起こらないよう、回生トルク特性の選択が段階的に切り替えられる。これにより、本発明の第４の態様に係る回生制御装置によれば、モータの回生トルクが急激に変化しないよう制御することができ、ドライバビリティ及び走行安全性の低下を更に抑制することができる。 The regenerative control device according to the fourth aspect of the present invention has three or more stages such as the first regenerative torque characteristic, the second regenerative torque characteristic, and the third regenerative torque characteristic selected based on the magnitude of the estimated weight. Even if the regenerative torque characteristic of is set to be switchable, the regenerative torque is skipped so that the 1st regenerative torque characteristic and the 3rd regenerative torque characteristic are not switched to each other. The selection of characteristics is switched step by step. As a result, according to the regenerative control device according to the fourth aspect of the present invention, it is possible to control the regenerative torque of the motor so as not to change suddenly, and it is possible to further suppress deterioration of drivability and running safety. ..
本発明に係る回生制御装置を備える車両のシステム構成図である。It is a system block diagram of the vehicle provided with the regenerative control device which concerns on this invention. 本発明に係る回生トルク特性を概念的に示すグラフである。It is a graph which conceptually shows the regenerative torque characteristic which concerns on this invention. 本発明に係る回生制御装置における回生トルク制御を示すフローチャートである。It is a flowchart which shows the regenerative torque control in the regenerative control apparatus which concerns on this invention.
　以下、図面を参照し、本発明の実施の形態について詳細に説明する。なお、本発明は以下に説明する内容に限定されるものではなく、その要旨を変更しない範囲において任意に変更して実施することが可能である。また、実施の形態の説明に用いる図面は、いずれも構成部材を模式的に示すものであって、理解を深めるべく部分的な強調、拡大、縮小、または省略などを行っており、構成部材の縮尺や形状等を正確に表すものとはなっていない場合がある。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The present invention is not limited to the contents described below, and can be arbitrarily modified and implemented without changing the gist thereof. In addition, the drawings used for explaining the embodiments are all schematically showing the constituent members, and are partially emphasized, enlarged, reduced, or omitted in order to deepen the understanding of the constituent members. It may not accurately represent the scale or shape.
　図１は、本発明に係る回生制御装置を備える車両１のシステム構成図である。車両１は、走行駆動源としてのモータ２を備える電動車両のトラック（すなわち、電気トラック）である。尚、車両１は、トラックタイプに限定されることなく、走行駆動源としてのモータを備えていれば、一般的な乗用自動車、バス、及びその他の自動車のタイプであってもよい。 FIG. 1 is a system configuration diagram of a vehicle 1 including a regenerative control device according to the present invention. The vehicle 1 is a truck (that is, an electric truck) of an electric vehicle including a motor 2 as a traveling drive source. The vehicle 1 is not limited to the truck type, and may be a general passenger vehicle, bus, or other vehicle type as long as it includes a motor as a traveling drive source.
　また、本実施形態に係る車両１は、モータ２、プロペラシャフト３、差動装置４、駆動軸５、駆動輪６、インバータ１０、ＰＤＵ１１、バッテリ１２、補機類１３、アクセルペダル２０、ブレーキペダル２１、アクセルセンサ２２、ブレーキスイッチ２３、加速度センサ４０、及び「回生制御装置」としてのＶＣＵ５０を備える。尚、車両１は、上記した構成以外にも、従来の電動トラックが備えるコンポーネントを適宜備えている。 Further, the vehicle 1 according to the present embodiment includes a motor 2, a propeller shaft 3, a differential device 4, a drive shaft 5, a drive wheel 6, an inverter 10, a PDU 11, a battery 12, accessories 13, an accelerator pedal 20, and a brake pedal. It includes 21, an accelerator sensor 22, a brake switch 23, an acceleration sensor 40, and a VCU 50 as a "regeneration control device". In addition to the above configuration, the vehicle 1 is appropriately provided with components provided in the conventional electric truck.
　モータ２は、例えば永久磁石式同期電動機のように発電機としても作動可能な電動機である。モータ２の出力軸は、プロペラシャフト３を介して差動装置４が連結され、差動装置４には駆動軸５を介して左右の駆動輪６が連結されている。また、モータ２は、インバータ１０及びＰＤＵ１１を介してバッテリ１２及び補機類１３に接続されている。 The motor 2 is an electric motor that can also operate as a generator, such as a permanent magnet type synchronous motor. A differential device 4 is connected to the output shaft of the motor 2 via a propeller shaft 3, and left and right drive wheels 6 are connected to the differential device 4 via a drive shaft 5. Further, the motor 2 is connected to the battery 12 and the accessories 13 via the inverter 10 and the PDU 11.
　そして、バッテリ１２からＰＤＵ１１を介して出力される直流電力は、インバータ１０により交流電力に変換されてモータ２に供給され、モータ２が発生させた駆動力は駆動輪６に伝達されて車両１を走行させる（力行制御）。また、例えば車両１の減速時や降坂路での走行時には、駆動輪６側からの逆駆動によりモータ２が発電機として機能する（回生制御）。この場合には、モータ２が発生させた負側の駆動力は制動力として駆動輪６側に伝達されると共に、モータ２が発電させた交流電力がインバータ１０で直流電力に変換されて、ＰＤＵ１１を介してバッテリ１２に充電される。 Then, the DC power output from the battery 12 via the PDU 11 is converted into AC power by the inverter 10 and supplied to the motor 2, and the driving force generated by the motor 2 is transmitted to the drive wheels 6 to drive the vehicle 1. Run (power running control). Further, for example, when the vehicle 1 is decelerating or traveling on a downhill road, the motor 2 functions as a generator by reverse driving from the drive wheel 6 side (regeneration control). In this case, the negative driving force generated by the motor 2 is transmitted to the driving wheel 6 side as braking force, and the AC power generated by the motor 2 is converted into DC power by the inverter 10 to convert the PDU 11 to DC power. The battery 12 is charged via.
　ここで、ＰＤＵ１１は、車両１に搭載された各種電気機器と接続される配電ユニット(Power Distribution Unit)であり、バッテリ１２から供給される高電圧の電力をモータ２
や補機類１３に対して分配する。尚、ＰＤＵ１１は、ＤＣ－ＤＣコンバータを介して低電圧バッテリ（いずれも図示せず）が接続されていてもよく、これにより例えば後述するＶＣＵ５０等の低電圧で駆動する装置に対しても適切な電力供給が可能になる。 Here, the PDU 11 is a power distribution unit (Power Distribution Unit) connected to various electric devices mounted on the vehicle 1, and uses the high-voltage power supplied from the battery 12 as the motor 2.
And accessories 13 are distributed. The PDU 11 may be connected to a low-voltage battery (neither shown) via a DC-DC converter, which is suitable for a device driven by a low voltage such as VCU50, which will be described later. Power can be supplied.
　バッテリ１２は、主に車両１を走行させるためのエネルギー源として電力を供給する二次電池であり、例えばリチウムイオン電池である。また、補機類１３は、例えばエアコンやパワーステアリング装置等の電気機器であり、ＰＤＵ１１を介して高圧電力が供給されることで動作する。 The battery 12 is a secondary battery that mainly supplies electric power as an energy source for running the vehicle 1, and is, for example, a lithium ion battery. Further, the auxiliary equipment 13 is an electric device such as an air conditioner or a power steering device, and operates by supplying high-voltage power via the PDU 11.
　アクセルペダル２０及びブレーキペダル２１は、車両１の運転席に設けられ、ドライバが加速操作及び減速操作をそれぞれ行うための操作機構である。車両１のドライバがアクセルペダル２０を踏込み操作すると、アクセルセンサ２２は、アクセルペダル２０の操作量を検出し、アクセル開度Ａｃを後述するＶＣＵ５０へ伝達する。また、車両１のドライバがブレーキペダル２１を踏込み操作すると、ブレーキスイッチ２３は、ブレーキペダル２１の操作量を検出してＶＣＵ５０へ伝達する。 The accelerator pedal 20 and the brake pedal 21 are provided in the driver's seat of the vehicle 1 and are operation mechanisms for the driver to perform acceleration operation and deceleration operation, respectively. When the driver of the vehicle 1 depresses the accelerator pedal 20, the accelerator sensor 22 detects the amount of operation of the accelerator pedal 20 and transmits the accelerator opening degree Ac to the VCU 50 described later. Further, when the driver of the vehicle 1 depresses the brake pedal 21, the brake switch 23 detects the operation amount of the brake pedal 21 and transmits the operation amount to the VCU 50.
　加速度センサ４０は、車両１のイグニションがＯＮである期間において、随時、車両１の加速度を検出してＶＣＵ５０へ伝達する。 The acceleration sensor 40 detects the acceleration of the vehicle 1 at any time during the period when the ignition of the vehicle 1 is ON and transmits it to the VCU 50.
　ＶＣＵ５０は、入出力装置、制御プログラムや制御マップ等の記憶に供される記憶装置（ＲＯＭ、ＲＡＭなど）、中央処理装置（ＣＰＵ）、タイマカウンタなど（いずれも図示せず）を備え、車両１に搭載される各種コンポーネントの状態監視及び制御を行うことによって車両１の全体を統括制御するための車両制御ユニット(Vehicle Control Unit)である。 The VCU 50 includes an input / output device, a storage device (ROM, RAM, etc.) used for storing control programs, control maps, and the like, a central processing unit (CPU), a timer counter, and the like (none of which are shown). It is a vehicle control unit (Vehicle Control Unit) for comprehensively controlling the entire vehicle 1 by monitoring and controlling the state of various components mounted on the vehicle 1.
　より具体的には、ＶＣＵ５０は、アクセルセンサ２２から伝達されるアクセル開度Ａｃ等の情報に基づいて必要な要求トルクを算出し、モータ２のトルクＴ及び回転数Ｎを制御することにより、ドライバのアクセルペダル２０に対する踏込み操作に応じた加速度で車両１を加速させる。また、ＶＣＵ５０は、ブレーキ操作量等に基づいてモータ２を回生制御することにより、また必要に応じて図示しないブレーキ機構を併せて制御し、ドライバのブレーキペダル２１に対する踏込み操作に応じた負の加速度で車両１を減速させる。更に、ＶＣＵ５０は、ＰＤＵ１１を介した電力制御の指示を行うことにより、力行制御及び回生制御によるバッテリ１２の充放電を管理する。 More specifically, the VCU 50 calculates the required torque based on the information such as the accelerator opening degree Ac transmitted from the accelerator sensor 22, and controls the torque T and the rotation speed N of the motor 2 to control the driver. The vehicle 1 is accelerated at an acceleration corresponding to the stepping operation on the accelerator pedal 20 of the above. Further, the VCU 50 regeneratively controls the motor 2 based on the amount of brake operation or the like, and also controls a brake mechanism (not shown) as necessary, and negative acceleration according to the driver's stepping operation on the brake pedal 21. Decelerates vehicle 1. Further, the VCU 50 manages the charging / discharging of the battery 12 by the power running control and the regenerative control by instructing the power control via the PDU 11.
　そして、特に本実施形態に係るＶＣＵ５０は、モータ２に対する回生制御を行うための機構として、重量推定部５１、回生トルク特性記憶部５２、及び回生トルク制御部５３を含む。 In particular, the VCU 50 according to the present embodiment includes a weight estimation unit 51, a regenerative torque characteristic storage unit 52, and a regenerative torque control unit 53 as a mechanism for performing regenerative control for the motor 2.
　重量推定部５１は、加速度センサ４０や、モータ２のトルクＴ及び回転数Ｎに基づいて、車両１における荷役の積載状態や乗車人員等によって変化する車両１の重量を推定する。より具体的には、重量推定部５１は、上記したモータ２の各情報や、車両１が走行する道路の勾配データ等を用いて車両１に作用する力を算出すると共に、加速度センサ４０で得られる加速度情報を用いることにより、車両１についての運動方程式を通して車両１の推定重量Ｗｅｓを算出する。また、重量推定部５１は、加速度センサ４０から得られるデータに基づき、車両が走行している路面勾配を判定してもよい。この場合、モータ２の回転数変動から実際の車両の加速度を算出し、その際のトルクをもとに、運動方程式から車両１の推定重量Ｗｅｓを算出してもよい。 The weight estimation unit 51 estimates the weight of the vehicle 1 that changes depending on the loading state of cargo handling in the vehicle 1, the number of passengers, and the like, based on the acceleration sensor 40, the torque T of the motor 2, and the rotation speed N. More specifically, the weight estimation unit 51 calculates the force acting on the vehicle 1 by using the above-mentioned information of the motor 2 and the gradient data of the road on which the vehicle 1 travels, and obtains the force by the acceleration sensor 40. By using the acceleration information obtained, the estimated weight Wes of the vehicle 1 is calculated through the equation of motion for the vehicle 1. Further, the weight estimation unit 51 may determine the road surface gradient on which the vehicle is traveling based on the data obtained from the acceleration sensor 40. In this case, the actual acceleration of the vehicle may be calculated from the fluctuation of the rotation speed of the motor 2, and the estimated weight Wes of the vehicle 1 may be calculated from the equation of motion based on the torque at that time.
　回生トルク特性記憶部５２は、車両１の走行状態としてのモータ２の回転数Ｎ及びアクセル開度Ａｃと、減速時の回生制御により得られる回生量が最大となる場合のトルクＴ、すなわち最適回生トルクＴＯＰＴとの関係を規定する回生トルク特性を予め記憶している。本実施形態における回生トルク特性は、回生トルクマップとして知られているように、走行状態に対してモータ２をどのような回生トルクＴで制御すれば最大回生量が得られるかを把握するために参照される曲線として、車両１の特性に合わせて事前に取得される。 The regenerative torque characteristic storage unit 52 has a torque T when the number of revolutions N of the motor 2 and the accelerator opening Ac as the running state of the vehicle 1 and the amount of regeneration obtained by the regenerative control during deceleration are maximized, that is, optimum regeneration. The regenerative torque characteristic that defines the relationship with the torque T OPT is stored in advance. The regenerative torque characteristic in this embodiment is known as a regenerative torque map, in order to grasp what kind of regenerative torque T should be used to control the motor 2 with respect to the running state to obtain the maximum regenerative amount. As a reference curve, it is acquired in advance according to the characteristics of the vehicle 1.
　また、回生トルク特性記憶部５２は、本実施形態においては、車両１の推定重量Ｗｅｓに応じて選択される複数の回生トルク特性を予め記憶している。より具体的には、回生トルク特性記憶部５２は、重量推定部５１において推定される車両１の推定重量が予め任意に設定される所定の閾値Ｗｔｈ未満であるか否かによって選択される「第１回生トルク特性」としての回生トルク弱マップＭｗ、及び「第２回生トルク特性」としての回生トルク強マップＭｓが記憶されている。 Further, in the present embodiment, the regenerative torque characteristic storage unit 52 stores in advance a plurality of regenerative torque characteristics selected according to the estimated weight Wes of the vehicle 1. More specifically, the regenerative torque characteristic storage unit 52 is selected depending on whether or not the estimated weight of the vehicle 1 estimated by the weight estimation unit 51 is less than a predetermined threshold Wth arbitrarily set in advance. The regenerative torque weak map Mw as the "first regenerative torque characteristic" and the regenerative torque strong map Ms as the "second regenerative torque characteristic" are stored.
　回生トルク弱マップＭｗは、車両１の推定重量Ｗｅｓが閾値Ｗｔｈ未満の場合に選択され、回生制動力を抑制して走行安全性が向上するよう最適回生トルクＴＯＰＴが相対的に小さく設定される特性曲線である。一方、回生トルク強マップＭｓは、車両１の推定重量Ｗｅｓが閾値Ｗｔｈ以上の場合に選択され、減速時における回生量を十分に回収できるよう最適回生トルクＴＯＰＴが相対的に大きく設定される特性曲線である。 The regenerative torque weak map Mw is selected when the estimated weight Wes of the vehicle 1 is less than the threshold value Wth, and the optimum regenerative torque TOPT is set to be relatively small so as to suppress the regenerative braking force and improve the running safety. It is a characteristic curve. On the other hand, the regenerative torque strength map Ms is selected when the estimated weight Wes of the vehicle 1 is equal to or greater than the threshold value Wth, and the optimum regenerative torque TOPT is set relatively large so that the regenerative amount during deceleration can be sufficiently recovered. It is a curve.
　回生トルク制御部５３は、推定重量Ｗｅｓに基づいて選択された回生トルク特性から、走行時におけるモータ２の回転数Ｎ及びアクセル開度Ａｃに対応した上記の最適回生トルクＴＯＰＴを求め、モータ２の回生トルクＴが当該最適回生トルクＴＯＰＴとなるよう、車両１の減速時においてモータ２を制御する。 The regenerative torque control unit 53 obtains the above-mentioned optimum regenerative torque TOPT corresponding to the rotation speed N of the motor 2 and the accelerator opening Ac during traveling from the regenerative torque characteristics selected based on the estimated weight Wes, and obtains the optimum regenerative torque TOPT corresponding to the motor 2. The motor 2 is controlled during deceleration of the vehicle 1 so that the regenerative torque T of the vehicle 1 becomes the optimum regenerative torque T OPT .
　図２は、本発明に係る回生トルク特性を概念的に示すグラフである。図２においては、横軸をモータ２の回転数Ｎとし、縦軸をモータ２の回生トルクＴとした場合の、アクセル開度Ａｃ及び回転数Ｎごとの最適回生トルクＴＯＰＴを表す曲線である。すなわち、回生トルク制御部５３は、重量推定部５１において推定される車両１の推定重量Ｗｅｓにより回生トルク弱マップＭｗ、又は回生トルク強マップＭｓのいずれかを選択した上で、アクセル開度Ａｃ及び回転数Ｎに応じた最適回生トルクＴＯＰＴを読み出すことができる。そして、回生トルク制御部５３は、モータ２の回生トルクＴを最適回生トルクＴＯＰＴとするよう制御することにより、車両１の減速時における回生量を最適化することができる。 FIG. 2 is a graph conceptually showing the regenerative torque characteristics according to the present invention. In FIG. 2, when the horizontal axis is the rotation speed N of the motor 2 and the vertical axis is the regenerative torque T of the motor 2, it is a curve representing the accelerator opening degree Ac and the optimum regenerative torque T OPT for each rotation speed N. .. That is, the regenerative torque control unit 53 selects either the regenerative torque weak map Mw or the regenerative torque strong map Ms based on the estimated weight Wes of the vehicle 1 estimated by the weight estimation unit 51, and then sets the accelerator opening Ac and The optimum regenerative torque T OPT corresponding to the rotation speed N can be read out. Then, the regenerative torque control unit 53 can optimize the amount of regeneration during deceleration of the vehicle 1 by controlling the regenerative torque T of the motor 2 to be the optimum regenerative torque T OPT .
　より具体的には、図２において、あるタイミングにおけるアクセル開度Ａｃが相対的に小さく且つモータ２の回転数ＮがＮＮＯＷであった場合に、推定重量Ｗｅｓが閾値Ｗｔｈ未満であることを条件として、回生トルク弱マップＭｗに基づいて最適回生トルクＴＯＰＴがＴ０に設定される。また、推定重量Ｗｅｓが閾値Ｗｔｈ以上である場合には、回生トルク強マップＭｓに基づいて最適回生トルクＴＯＰＴがＴ１に設定される。つまり、各タイミングにおけるモータ２の回転数Ｎとアクセル開度Ａｃとが決定された場合に、推定重量Ｗｅｓが相対的に軽ければ相対的に小さい回生トルクＴに制御され、推定重量Ｗｅｓが相対的に重ければ相対的に大きい回生トルクＴに制御される。 More specifically, in FIG. 2, it is a condition that the estimated weight Wes is less than the threshold value Wth when the accelerator opening Ac is relatively small at a certain timing and the rotation speed N of the motor 2 is N NOW. As a result, the optimum regenerative torque T OPT is set to T0 based on the regenerative torque weak map Mw. Further, when the estimated weight Wes is the threshold value Wth above, the optimum regenerative torque T OPT is set to T1 on the basis of the regenerative torque strength map Ms. That is, when the rotation speed N of the motor 2 and the accelerator opening degree Ac at each timing are determined, if the estimated weight Wes is relatively light, the regenerative torque T is controlled to be relatively small, and the estimated weight Wes is relative. If it is heavy, the regenerative torque T is controlled to be relatively large.
　ここで、アクセル開度Ａｃが等しい場合の回生トルク弱マップＭｗ及び回生トルク強マップＭｓを比較した場合、回転数Ｎの可動域の全体に対して総じて回生トルク強マップＭｓの方が高い回生トルクＴとなるよう設定されている。しかし、両者は回生トルクＴの大小方向に互いに平行移動したような関係にはなく、モータ２の回転数Ｎと回生トルクＴとの関係が互いに独立して設定されている。特に、それぞれの回生トルク特性は、回転数Ｎが低下するほど急激に回生トルクＴが減少して両者の差が縮小している。これは、モータ２の回転数Ｎが低い走行状態においては、両者が収束する回生トルクＴにおいて走行安全性を向上させることができるためである。 Here, when comparing the regenerative torque weak map Mw and the regenerative torque strong map Ms when the accelerator opening Ac is the same, the regenerative torque strong map Ms is generally higher than the entire movable range of the rotation speed N. It is set to be T. However, the two are not in a relationship of moving in parallel with each other in the magnitude direction of the regenerative torque T, and the relationship between the rotation speed N of the motor 2 and the regenerative torque T is set independently of each other. In particular, as for each regenerative torque characteristic, the regenerative torque T decreases sharply as the rotation speed N decreases, and the difference between the two decreases. This is because, in the traveling state where the rotation speed N of the motor 2 is low, the traveling safety can be improved at the regenerative torque T at which both converge.
　尚、回生トルク特性における最適回生トルクＴＯＰＴの読み出しにおいては、モータ２の回転数Ｎは、モータ２におけるセンサの測定値を用いずとも、アクセル開度Ａｃに基づいて回生トルク特性から帰納的に求めることもできる。 In reading the optimum regenerative torque T OPT in the regenerative torque characteristics, the rotation speed N of the motor 2 is inductively derived from the regenerative torque characteristics based on the accelerator opening degree Ac without using the measured value of the sensor in the motor 2. You can also ask.
　続いて、ＶＣＵ５０が車両１の重量推定及びモータ２の回生トルク制御を行う手順について説明する。図３は、本発明に係る回生制御装置における回生トルク制御を示すフローチャートである。ＶＣＵ５０は、図示しないイグニションがＯＦＦからＯＮに切り替えられて起動することにより、図３のフローチャートによる制御手順を開始する。 Next, the procedure in which the VCU 50 estimates the weight of the vehicle 1 and controls the regenerative torque of the motor 2 will be described. FIG. 3 is a flowchart showing regenerative torque control in the regenerative control device according to the present invention. The VCU 50 starts the control procedure according to the flowchart of FIG. 3 when an ignition (not shown) is switched from OFF to ON and activated.
　ＶＣＵ５０が起動すると、回生トルク制御部５３は、回生トルク特性として回生トルク弱マップＭｗを選択して車両１の走行を開始する（ステップＳ１）。すなわち、この走行期間において車両１が減速する場合には、回生トルク制御部５３は、回生トルク弱マップＭｗにおいて、走行状態に対応する座標から最適回生トルクＴＯＰＴを読み出し、モータ２の回生トルクが当該最適回生トルクＴＯＰＴとなるように制御する。 When the VCU 50 is activated, the regenerative torque control unit 53 selects the regenerative torque weak map Mw as the regenerative torque characteristic and starts traveling of the vehicle 1 (step S1). That is, when the vehicle 1 decelerates during this traveling period, the regenerative torque control unit 53 reads out the optimum regenerative torque TOPT from the coordinates corresponding to the traveling state in the regenerative torque weak map Mw, and the regenerative torque of the motor 2 is increased. It is controlled so as to have the optimum regenerative torque TOPT .
　また、重量推定部５１は、上記の方法により車両１の推定重量Ｗｅｓの算出を開始する（ステップＳ２）。ただし、推定重量Ｗｅｓに対する推定精度を確保するためには、走行状態において得られる情報を蓄積しながら車両１の推定重量Ｗｅｓを算出する必要があることから、重量推定が完了するまでにはある程度の時間を要することになる。すなわち、重量推定は、車両１の走行に伴う加速度を利用して基本的には逐次連続的に推定重量Ｗｅｓを算出し続けるが、重量推定を開始してから最初の推定値を算出するまでには例えば１～２分程度の走行時間が必要となる。 Further, the weight estimation unit 51 starts the calculation of the estimated weight Wes of the vehicle 1 by the above method (step S2). However, in order to ensure the estimation accuracy for the estimated weight Wes, it is necessary to calculate the estimated weight Wes of the vehicle 1 while accumulating the information obtained in the running state, so that the weight estimation is completed to some extent. It will take time. That is, in the weight estimation, the estimated weight Wes is basically continuously calculated by using the acceleration accompanying the running of the vehicle 1, but from the start of the weight estimation to the calculation of the first estimated value. For example, a traveling time of about 1 to 2 minutes is required.
　そのため、ＶＣＵ５０は、ステップＳ２において車両１の推定重量Ｗｅｓが取得されたか否かを判定する（ステップＳ３）。また、重量推定部５１は、推定重量Ｗｅｓが取得されるまではステップＳ２の重量推定を継続する（ステップＳ３でＮｏ）。 Therefore, the VCU 50 determines whether or not the estimated weight Wes of the vehicle 1 has been acquired in step S2 (step S3). Further, the weight estimation unit 51 continues the weight estimation in step S2 until the estimated weight Wes is acquired (No in step S3).
　推定重量Ｗｅｓが取得されたと判定された場合（ステップＳ３でＹｅｓ）、回生トルク制御部５３は、推定重量Ｗｅｓが上記の閾値Ｗｔｈ未満であるか否かを判定する（ステップＳ４）。 When it is determined that the estimated weight Wes has been acquired (Yes in step S3), the regenerative torque control unit 53 determines whether or not the estimated weight Wes is less than the above threshold value Wth (step S4).
　そして、回生トルク制御部５３は、推定重量Ｗｅｓが閾値Ｗｔｈ未満である場合には回生トルク弱マップＭｗを選択し（ステップＳ５）、推定重量Ｗｅｓが閾値Ｗｔｈ以上である場合には回生トルク強マップＭｓを選択する（ステップＳ６）。すなわち、回生トルク制御部５３は、車両１の推定重量Ｗｅｓに応じて、減速時に設定する最適回生トルクＴＯＰＴを読み出す回生トルク特性を選択する。 Then, the regenerative torque control unit 53 selects the regenerative torque weak map Mw when the estimated weight Wes is less than the threshold value Wth (step S5), and selects the regenerative torque strong map Mw when the estimated weight Wes is equal to or more than the threshold value Wth. Select Ms (step S6). That is, the regenerative torque control unit 53 selects the regenerative torque characteristic that reads out the optimum regenerative torque TOPT set at the time of deceleration according to the estimated weight Wes of the vehicle 1.
　ここで、重量推定部５１は、上記したように、車両１の走行に伴う加速度を利用して推定重量Ｗｅｓを算出し続けることから、新たに算出された推定値で推定重量Ｗｅｓを継続的に更新する（ステップＳ７）。 Here, as described above, the weight estimation unit 51 continuously calculates the estimated weight Wes by using the acceleration associated with the running of the vehicle 1, and therefore continuously calculates the estimated weight Wes with the newly calculated estimated value. Update (step S7).
　また、ＶＣＵ５０は、車両１のイグニションがＯＦＦに切り替えられたか否かを判定し（ステップＳ８）、イグニションがＯＦＦとなった場合には回生トルク制御の制御手順を終了する（ステップＳ８でＹｅｓ）。 Further, the VCU 50 determines whether or not the ignition of the vehicle 1 has been switched to OFF (step S8), and ends the regenerative torque control control procedure when the ignition is turned OFF (Yes in step S8).
　一方、車両１のイグニションがＯＮである期間においては（ステップＳ８でＮｏ）、ステップＳ４からステップＳ８までのルーチンを継続する。すなわち、回生トルク制御部５３は、重量推定部５１において継続して更新される推定重量Ｗｅｓに応じて、回生トルク弱マップＭｗ又は回生トルク強マップＭｓを選択しつつ、選択した回生トルク特性から求まる最適回生トルクＴＯＰＴでモータ２を制御する。これにより、回生トルク制御部５３は、重量推定部５１がステップＳ２において算出した推定重量Ｗｅｓの信頼性が万が一不十分であっても、車両１の走行により推定重量Ｗｅｓが逐次更新されて信頼性が向上していくことになる。 On the other hand, during the period when the ignition of the vehicle 1 is ON (No in step S8), the routine from step S4 to step S8 is continued. That is, the regenerative torque control unit 53 obtains from the selected regenerative torque characteristics while selecting the regenerative torque weak map Mw or the regenerative torque strong map Ms according to the estimated weight Wes continuously updated by the weight estimation unit 51. The motor 2 is controlled by the optimum regenerative torque TOPT . As a result, even if the reliability of the estimated weight Wes calculated by the weight estimation unit 51 in step S2 is insufficient, the regenerative torque control unit 53 sequentially updates the estimated weight Wes as the vehicle 1 travels and is reliable. Will improve.
　以上のように、本発明に係る回生制御装置としてのＶＣＵ５０は、車両１の推定重量に応じて、減速時の回生量を最適化するための最適回生トルクＴＯＰＴを制御している。これにより、車両１は、推定重量Ｗｅｓが比較的軽い場合には回生制動力が抑制されて走行安全性が向上し、推定重量Ｗｅｓが比較的重い場合には減速時における回生量を十分に回収できる。 As described above, VCU50 as regeneration control device according to the present invention, according to the estimated weight of the vehicle 1, and controls the optimum regenerative torque T OPT for optimizing the amount of regeneration during deceleration. As a result, when the estimated weight Wes is relatively light, the regenerative braking force is suppressed and the running safety is improved, and when the estimated weight Wes is relatively heavy, the regenerative amount during deceleration is sufficiently recovered. it can.
　その上で、回生トルク制御部５３は、重量推定部５１が重量推定を開始してから最初の推定値を算出するまでの推定期間においては、回生トルク弱マップＭｗに基づいて最適回生トルクＴＯＰＴを設定する。つまり、回生トルク制御部５３は、重量推定部５１が正確な推定重量Ｗｅｓを算出できない期間においては、モータ２の回生トルクＴが過大にならないように制御することができ、車両１のスリップや荷崩れを抑止することができる。従って、本発明に係る回生制御装置によれば、重量の変化量が大きい電動車両であっても、ドライバビリティ及び走行安全性の低下を抑制することができる。 Then, the regenerative torque control unit 53 performs the optimum regenerative torque TOPT based on the regenerative torque weak map Mw during the estimation period from the start of the weight estimation by the weight estimation unit 51 to the calculation of the first estimated value. To set. That is, the regenerative torque control unit 53 can control the regenerative torque T of the motor 2 so as not to become excessive during the period when the weight estimation unit 51 cannot calculate the accurate estimated weight Wes, and the vehicle 1 slips or loads. The collapse can be suppressed. Therefore, according to the regenerative control device according to the present invention, it is possible to suppress a decrease in drivability and running safety even in an electric vehicle having a large amount of change in weight.
　以上で実施形態の説明を終えるが、本発明は上記した実施形態に限定されるものではない。例えば、上記の実施形態では、１つの閾値Ｗｔｈにより回生トルク弱マップＭｗ又は回生トルク強マップＭｓのいずれかを選択する形態を例示したが、例えば２つ以上の閾値により３以上の回生トルク特性の中から選択してもよい。 Although the description of the embodiment is completed above, the present invention is not limited to the above-described embodiment. For example, in the above embodiment, a mode in which either the regenerative torque weak map Mw or the regenerative torque strong map Ms is selected by one threshold value Wth is illustrated, but for example, three or more regenerative torque characteristics are exhibited by two or more threshold values. You may choose from.
　より具体的には、例えば、推定重量Ｗｅｓに対して第１閾値Ｗｔｈ１及び第２閾値Ｗｔｈ２を設定した場合、Ｗｅｓ＜Ｗｔｈ１の範囲では回生トルク弱マップＭｗが選択され、Ｗｔｈ１≦Ｗｅｓ＜Ｗｔｈ２の範囲では回生トルク中マップＭｍが選択され、Ｗｅｓ≧Ｗｔｈ２の範囲では回生トルク強マップＭｓが選択されるようにしてもよい。この場合、回生トルク制御部５３は、回生トルク中マップＭｍをスキップした回生トルク弱マップＭｗと回生トルク強マップＭｓとの相互の切り替えが起こらないよう、回生トルク特性の選択を段階的に切り替えるのが好ましい。これにより、ＶＣＵ５０は、モータ２の回生トルクＴが急激に変化しないよう制御することができ、ドライバビリティ及び走行安全性の低下を更に抑制することができる。 More specifically, for example, when the first threshold Wth1 and the second threshold Wth2 are set for the estimated weight Wes, the regenerative torque weak map Mw is selected in the range of Wes <Wth1, and the range of Wth1 ≦ Wes <Wth2. In, the map Mm during the regenerative torque may be selected, and the regenerative torque strong map Ms may be selected in the range of Wes ≧ Wth2. In this case, the regenerative torque control unit 53 gradually switches the selection of the regenerative torque characteristic so that the regenerative torque weak map Mw skipping the regenerative torque medium map Mm and the regenerative torque strong map Ms do not switch to each other. Is preferable. As a result, the VCU 50 can be controlled so that the regenerative torque T of the motor 2 does not change abruptly, and the deterioration of drivability and running safety can be further suppressed.
　　１　車両
　　２　モータ
　２０　アクセルペダル
　２２　アクセルセンサ
　４０　加速度センサ
　５０　ＶＣＵ
　５１　重量推定部
　５２　回生トルク特性記憶部
　５３　回生トルク制御部
　Ｍｗ　回生トルク弱マップ
　Ｍｓ　回生トルク強マップ
　ＴＯＰＴ　最適回生トルク 1 Vehicle 2 Motor 20 Accelerator pedal 22 Accelerator sensor 40 Acceleration sensor 50 VCU
51 Weight estimation unit 52 Regenerative torque characteristic storage unit 53 Regenerative torque control unit Mw Regenerative torque weak map Ms Regenerative torque strong map TOP Optimal regenerative torque

Claims (4)

  1. 　車両の減速時に回生制御が可能なモータの回生制御装置であって、
    　前記車両が走行することにより得られる情報に基づいて前記車両の推定重量を算出する重量推定部と、
    　前記車両の走行状態に対する前記モータの最適回生トルクを規定する回生トルク特性を予め記憶する回生トルク特性記憶部と、
    　前記車両のアクセル開度に基づいて前記回生トルク特性から前記最適回生トルクを求め、前記モータの回生トルクを前記最適回生トルクに制御する回生トルク制御部と、を備え、
    　前記回生トルク特性記憶部は、推定される前記推定重量が所定の閾値未満の場合に選択される第１回生トルク特性と、前記閾値以上の場合に選択される第２回生トルク特性とを含む複数の前記回生トルク特性を記憶し、
    　前記回生トルク制御部は、前記重量推定部が前記推定重量を算出するまでは、前記第１回生トルク特性に基づいて前記モータを制御する、回生制御装置。     A motor regeneration control device that can control regeneration when the vehicle decelerates.
    A weight estimation unit that calculates the estimated weight of the vehicle based on the information obtained by the vehicle traveling,
    A regenerative torque characteristic storage unit that stores in advance the regenerative torque characteristics that define the optimum regenerative torque of the motor with respect to the running state of the vehicle.
    A regenerative torque control unit that obtains the optimum regenerative torque from the regenerative torque characteristics based on the accelerator opening degree of the vehicle and controls the regenerative torque of the motor to the optimum regenerative torque is provided.
    A plurality of the regenerative torque characteristic storage units include a first regenerative torque characteristic selected when the estimated estimated weight is less than a predetermined threshold value and a second regenerative torque characteristic selected when the estimated weight is equal to or more than the threshold value. Memorize the regenerative torque characteristics of
    The regenerative torque control unit is a regenerative control device that controls the motor based on the first regenerative torque characteristic until the weight estimation unit calculates the estimated weight.
  2. 　前記第１回生トルク特性及び前記第２回生トルク特性は、前記モータの回転数と回生トルクとの関係が互いに独立して設定される、請求項１に記載の回生制御装置。 The regenerative control device according to claim 1, wherein the relationship between the rotation speed of the motor and the regenerative torque is set independently for the first regenerative torque characteristic and the second regenerative torque characteristic.
  3. 　前記回生トルク制御部は、前記推定重量が更新された場合に、新たな前記推定重量に基づいて前記回生トルク特性を選択する、請求項１又は２に記載の回生制御装置。 The regenerative control device according to claim 1 or 2, wherein the regenerative torque control unit selects the regenerative torque characteristic based on the new estimated weight when the estimated weight is updated.
  4. 　前記回生トルク制御部は、前記回生トルク特性記憶部が３以上の前記回生トルク特性を記憶している場合に、前記回生トルク特性の選択を段階的に切り替える、請求項３に記載の回生制御装置。 The regenerative control device according to claim 3, wherein the regenerative torque control unit gradually switches the selection of the regenerative torque characteristic when the regenerative torque characteristic storage unit stores three or more of the regenerative torque characteristics. ..
PCT/JP2020/009144 2019-04-26 2020-03-04 Regeneration control device WO2020217726A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019085467A JP2020182352A (en) 2019-04-26 2019-04-26 Regeneration control device
JP2019-085467 2019-04-26

Publications (1)

Publication Number Publication Date
WO2020217726A1 true WO2020217726A1 (en) 2020-10-29

Family

ID=72942038

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2020/009144 WO2020217726A1 (en) 2019-04-26 2020-03-04 Regeneration control device

Country Status (2)

Country Link
JP (1) JP2020182352A (en)
WO (1) WO2020217726A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7392741B2 (en) * 2022-01-11 2023-12-06 いすゞ自動車株式会社 Vehicle controls and vehicles

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002340165A (en) * 2001-05-15 2002-11-27 Aisin Seiki Co Ltd Vehicle weight estimating device
JP2016513036A (en) * 2013-02-11 2016-05-12 ボルボトラックコーポレーション How to propel a vehicle
JP2016082692A (en) * 2014-10-15 2016-05-16 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ Regeneration control device and electric vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002340165A (en) * 2001-05-15 2002-11-27 Aisin Seiki Co Ltd Vehicle weight estimating device
JP2016513036A (en) * 2013-02-11 2016-05-12 ボルボトラックコーポレーション How to propel a vehicle
JP2016082692A (en) * 2014-10-15 2016-05-16 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ Regeneration control device and electric vehicle

Also Published As

Publication number Publication date
JP2020182352A (en) 2020-11-05

Similar Documents

Publication Publication Date Title
JP5314906B2 (en) Work vehicle control method and work vehicle
US9227621B2 (en) Hybrid drive
KR101836250B1 (en) Method and apparatus of controlling output voltage of dc converter for vehicle including driving motor
WO2007097464A1 (en) Hybrid vehicle controller
WO2018011968A1 (en) Torque control method and torque control device
JP6018018B2 (en) Electric vehicle regeneration control device
JP2017114312A (en) Hybrid vehicle and control method therefor
KR102448101B1 (en) Vehicle and method for controlling the same
JP6435789B2 (en) Output control device for hybrid drive vehicle
JP2015080977A (en) Travel control device of hybrid vehicle
JP2014222989A (en) Regeneration control apparatus for electric automobile
JP2018103930A (en) Hybrid vehicle controller
JP6784684B2 (en) How to manage the charge status of the driving battery of a hybrid vehicle
JP2021044893A (en) Braking control apparatus
US20160200314A1 (en) Generation control apparatus
JPH08251714A (en) Power supply of electric automobile
JP5262692B2 (en) Vehicle brake operation evaluation device, vehicle brake operation evaluation method, brake control device, and battery control device
WO2020217726A1 (en) Regeneration control device
US20210291661A1 (en) Electric vehicle
JP7447631B2 (en) Cruising range calculation device
US20160031437A1 (en) System and method for controlling engine clutch of hybrid vehicle
JP7190389B2 (en) vehicle controller
CN108290571B (en) Regenerative power amount control system for hybrid vehicle, and control method
JP2015123822A (en) Control device of hybrid electric automobile
JP2020195254A (en) Motor control device for vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20795165

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20795165

Country of ref document: EP

Kind code of ref document: A1