JP2013019384A - Regeneration control device of vehicle - Google Patents

Abstract

Regenerative power is controlled with high accuracy when a vehicle is decelerated.
A regenerative control device 100 is provided in a vehicle including an internal combustion engine 200, a generator 300 that performs regenerative power generation using kinetic energy of an output shaft of the internal combustion engine, and a battery 400 that is charged by regenerative power generation. Installed. The regenerative control device controls increase / decrease of at least one of the power generation voltage of the regenerative power generation and the electric load applied to the battery so that the regenerative power generated by the regenerative power generation matches the target regenerative power.
[Selection] Figure 1

Description

  The present invention relates to a technical field of a vehicle regeneration control device.

  In a vehicle such as an automobile, when the vehicle is decelerated, regenerative braking that generates a braking force by performing power generation using the kinetic energy of the output shaft of the internal combustion engine (hereinafter appropriately referred to as “regenerative power generation”) may be performed. Yes (see, for example, Patent Documents 1 to 6). A battery (storage battery) is charged by regenerative power obtained by regenerative power generation. For example, Patent Document 1 discloses a technique for obtaining a preferable regeneration amount even when shift control is executed in a transmission mechanism during braking control. For example, Patent Document 2 discloses that when the brake depression force is large, the regenerative voltage is set higher. For example, Patent Document 3 discloses that the regenerative power generation amount of the motor is reduced and the engine friction is increased as the charge amount of the battery is increased. For example, Patent Literature 4 discloses a technique for preventing excessive heating of an EHC (Electric Heating Catalyst) while effectively using regenerative power. For example, Patent Document 5 discloses that if the charge amount of the battery is larger than a predetermined value, the battery is forcibly discharged. For example, Patent Document 6 discloses that the amount of power generation is reduced in a state other than the deceleration state to suppress battery charging more than usual, and in the deceleration state, the amount of power generation is increased to increase battery charging more than usual. In addition, Patent Documents 7 and 8 exist as prior art documents related to the present invention.

JP 2010-155548 A JP 2005-278342 A JP 2004-229408 A JP 2009-227039 A JP 2008-049877 A JP-A-5-137275 International Publication No. 2009/004935 JP 2006-242098 A

  In a vehicle in which regenerative braking is performed, the target regenerative power to be generated by regenerative power generation (that is, the target regenerative power), depending on the state of charge (SOC) of the battery and the magnitude of the electric load applied to the battery. ) Has a technical problem that it may be difficult to generate electricity. As a result, the braking force that should be generated by regenerative braking cannot be generated with high accuracy, and the driver (driver) may feel uncomfortable about the deceleration of the vehicle.

  The present invention has been made in view of the above-described problems, for example, and an object of the present invention is to provide a vehicle regenerative control device that can control regenerative power with high accuracy when the vehicle is decelerated, for example.

  In order to solve the above problems, a regenerative control device for a vehicle according to the present invention is charged by an internal combustion engine, a generator that performs regenerative power generation using kinetic energy of an output shaft of the internal combustion engine, and the regenerative power generation. A regenerative control device for a vehicle including a battery, wherein at least one of a power generation voltage of the regenerative power generation and an electric load applied to the battery, the regenerative power generated by the regenerative power generation matches a target regenerative power. Is provided with increase / decrease control means for increasing / decreasing control.

  According to the regenerative control device for a vehicle according to the present invention, for example, when the vehicle is decelerated, the generator generates regenerative power by performing regenerative power generation that converts kinetic energy of rotational motion of the output shaft of the internal combustion engine into electrical energy. Generate. The battery is charged by regenerative power generation of the generator. In this way, when the battery is charged, a voltage corresponding to the regenerative power generation voltage is applied to the battery. Typically, if the regenerative power increases, the regenerative power generation increases the braking force generated on the output shaft of the internal combustion engine, increasing the vehicle deceleration and conversely reducing the regenerative power. For example, when regenerative power generation is performed, the braking force generated on the output shaft of the internal combustion engine decreases, and the deceleration of the vehicle decreases.

  Particularly in the present invention, for example, at the time of deceleration of the vehicle, at least one of the power generation voltage of regenerative power generation performed by the generator and the electric load applied to the battery (in other words, the amount of discharge discharged from the battery), the regenerative power is the target regeneration. Increase / decrease control means for increasing / decreasing control to match the electric power is provided. Here, the “target regenerative power” according to the present invention is set as regenerative power corresponding to the braking force to be generated on the output shaft of the internal combustion engine by performing regenerative power generation.

  Here, the regenerative power varies depending on the state of charge (SOC) of the battery, the generated voltage of regenerative power generation, and the electrical load applied to the battery. Therefore, for example, if no measures are taken, the target regenerative power cannot be generated by the regenerative power generation depending on the combination of the state of charge of the battery, the power generation voltage of the regenerative power generation, and the electric load applied to the battery. It may be difficult to generate a braking force to be generated on the output shaft. As a result, the driver (driver) may feel uncomfortable about the deceleration of the vehicle.

  However, in the present invention, particularly, as described above, the increase / decrease control means performs increase / decrease control on at least one of the regenerative power generation voltage and the electric load applied to the battery so that the regenerative power matches the target regenerative power. Therefore, the target regenerative power can be more reliably generated by regenerative power generation. That is, the regenerative power can be controlled with high accuracy. Therefore, the braking force to be generated on the output shaft of the internal combustion engine can be generated with high accuracy. This can reduce or prevent the driver from feeling uncomfortable with respect to the deceleration of the vehicle. Furthermore, since the regenerative power can be controlled with high accuracy, the energy efficiency of the vehicle can be increased, and the fuel efficiency can be improved.

  As described above, according to the vehicle regeneration control device of the present invention, the regenerative power can be controlled with high accuracy when the vehicle is decelerated, for example. This can reduce or prevent the driver from feeling uncomfortable with respect to the deceleration of the vehicle. Furthermore, fuel consumption can be improved.

  In one aspect of the vehicle regeneration control device according to the present invention, the increase / decrease control means increases / decreases at least one of the generated voltage and the electric load according to an SOC value indicating a state of charge of the battery.

  According to this aspect, even if the state of charge of the battery fluctuates, the target regenerative power can be generated more reliably by regenerative power generation. The “SOC value” according to the present invention is an index value indicating the state of charge of the battery, and is typically an index value corresponding to the ratio of the actual charge amount to the capacity of the battery. Here, “amount of charge” means the amount of electricity or energy charged in the battery. The SOC value is normally set to 100 (%) in the fully charged state of the battery and 0 (%) in the fully discharged state, but as long as it is set or standardized according to a preset rule. There is no limit to its practical aspect.

  In the aspect in which the increase / decrease control means described above controls increase / decrease of at least one of the generated voltage and the electric load according to the SOC value, when the vehicle is not decelerated, based on the maximum value of the generated voltage and the maximum value of the electric load, There may be further provided charge / discharge control means for setting an upper limit value of the SOC value and controlling charge / discharge of the battery so that the SOC value does not exceed the set upper limit value.

  In this case, the target regenerative power can be generated more reliably. Therefore, it is possible to more reliably reduce or prevent the driver from feeling uncomfortable with respect to the deceleration of the vehicle.

  In another aspect of the vehicle regeneration control device according to the present invention, the target regenerative power when the brake pedal of the vehicle is operated is the target regeneration when the brake pedal is not operated. The apparatus further includes target regenerative power setting means for setting the target regenerative power so as to be larger than the power.

  According to this aspect, it is possible to more reliably reduce or prevent the driver from feeling uncomfortable about the deceleration of the vehicle.

  When the driver depresses the brake pedal when the vehicle decelerates, the driver does not operate the brake pedal (that is, when the vehicle is decelerated by reducing the operation amount of the accelerator pedal). It seems that the driver wants to generate a larger deceleration than Therefore, as in this aspect, by setting the target regenerative power so that the brake pedal is operated more than when the brake pedal is not operated, the vehicle deceleration is set. It is possible to more reliably reduce or prevent the driver from feeling uncomfortable.

  In another aspect of the vehicle regeneration control device according to the present invention, when the SOC value indicating the state of charge of the battery is larger than a predetermined reference value, friction resistance control means for increasing the friction resistance in the internal combustion engine is provided. In addition.

  According to this aspect, when the SOC value is larger than the predetermined reference value and the maximum regenerative power that can be generated by regenerative power generation is smaller than the target regenerative power, the frictional resistance in the internal combustion engine is reduced by the frictional resistance control means. Since it is increased, the shortage of the braking force to be generated by regenerative power generation can be compensated by the braking force due to the frictional resistance in the internal combustion engine. Therefore, it is possible to more reliably reduce or prevent the driver from feeling uncomfortable with respect to the deceleration of the vehicle. Note that the frictional resistance control means may increase the frictional resistance in the internal combustion engine, for example, by increasing the intake air amount that is the amount of air sucked into the internal combustion engine. Further, the frictional resistance in the internal combustion engine to be generated may be set in advance according to the SOC value.

  In another aspect of the vehicle regeneration control device according to the present invention, the internal combustion engine is provided with an electrically heated catalyst to which electric power is supplied from the battery, and the temperature of the electrically heated catalyst is a predetermined reference. When the temperature is equal to or higher than the temperature, exhaust gas amount control means for increasing the amount of exhaust gas flowing into the electrically heated catalyst is further provided.

  According to this aspect, when the temperature of the electrically heated catalyst is equal to or higher than the predetermined reference temperature, the amount of exhaust gas flowing into the electrically heated catalyst is increased by the exhaust gas amount control means. The temperature of the catalyst can be lowered. Therefore, it is possible to avoid a situation in which the electric heating catalyst cannot be discharged from the battery to the electric heating catalyst because the temperature of the electric heating catalyst is high. Therefore, it is possible to avoid a situation in which the electrical load applied to the battery cannot be increased by discharging to the electrically heated catalyst. As a result, the target regenerative power can be more reliably generated by regenerative power generation.

  In the aspect further including the exhaust gas amount control means described above, the internal combustion engine is provided with an electric assist turbocharger to which electric power is supplied from the battery, and the exhaust gas amount control means is provided with the electric assist turbocharger. The amount of the exhaust gas may be increased by operating the.

  In this case, by operating the electric assist turbocharger, the electric load applied to the battery can be increased, and the amount of exhaust gas can be reliably increased. By increasing the amount of exhaust gas, the temperature of the electrically heated catalyst can be reduced, and by discharging to the electrically heated catalyst, the electrical load on the battery can be increased. Therefore, the electric heating type catalyst and the electric assist turbocharger can be discharged, and the electric load of the battery can be increased. Therefore, the target regenerative power can be more reliably generated by regenerative power generation.

  The effect | action and other gain of this invention are clarified from the form for implementing invention demonstrated below.

1 is a block diagram conceptually showing the configuration of a vehicle to which a regeneration control device according to a first embodiment is applied. It is a figure showing roughly the composition of the engine concerning a 1st embodiment. 1 is a block diagram schematically showing an electrical configuration of a vehicle according to a first embodiment. It is an equivalent circuit diagram which shows the structure of the electric system containing the alternator and battery which concern on 1st Embodiment. It is a graph for demonstrating increase / decrease control of the electrical load by ECU in the case where the generated voltage is constant in 1st Embodiment. It is a graph for demonstrating increase / decrease control of the generated voltage by ECU in case the amount of discharge of the battery is constant in 1st Embodiment. It is a conceptual diagram for demonstrating the increase / decrease control which increases / decreases the generated voltage according to the charge condition of a battery and the discharge amount of a battery in 1st Embodiment. It is a graph for demonstrating increase / decrease control of the generated voltage in 2nd Embodiment. It is a graph for demonstrating increase / decrease control of the generated voltage in a modification. It is a graph for demonstrating increase / decrease control of the electric load in case the generated voltage is constant in 3rd Embodiment. It is a conceptual diagram which shows notionally the map which matches SOC value and required engine friction in 3rd Embodiment. It is a conceptual diagram which shows the relationship between the open / close state of each of the throttle, the EGR valve, and the variable nozzle vane of the MAT and the engine friction in the third embodiment. It is a conceptual diagram for demonstrating the control range of SOC value in 4th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<First Embodiment>
The regeneration control apparatus according to the first embodiment will be described with reference to FIGS.

  First, an overall configuration of a vehicle to which the regeneration control device according to the present embodiment is applied will be described with reference to FIG.

  FIG. 1 is a block diagram conceptually showing the configuration of a vehicle to which the regenerative control device according to this embodiment is applied.

  In FIG. 1, a vehicle 1 includes an engine 200, an alternator 300, a battery 400, a transmission 500, a propeller shaft 9, a differential gear 10, a drive shaft 11, wheels 12, an SOC sensor 91, and a brake pedal. A sensor 92 and an ECU 100 are provided.

  The engine 200 is an in-line four-cylinder gasoline engine as an example of the “internal combustion engine” according to the present invention, and functions as a power source of the vehicle 1. The engine 200 combusts the air-fuel mixture through an ignition operation by a spark plug in the cylinder, and reciprocates the piston generated according to the explosive force caused by the combustion through rotation of the crankshaft as an output shaft through the connecting rod. It can be converted into motion. The crankshaft of engine 200 is directly or indirectly connected to the input shaft of transmission 500. The output shaft of the transmission 500 is connected to the differential gear 10 via the propeller shaft 9. Two drive shafts 11 are connected to the differential gear 10, and the drive shafts 11 are connected to the left and right wheels 12, respectively.

  As will be described later with reference to FIG. 2, the engine 200 includes an electric assist turbocharger (also referred to as “motor assist turbocharger”, hereinafter referred to as “MAT” as appropriate) 280 and EHC (electrically heated catalyst). 235 is provided. Engine 200 may be a diesel engine.

  Alternator 300 is a generator configured to perform regenerative power generation that converts kinetic energy of rotational motion of a crankshaft that is an output shaft of engine 200 into electrical energy. The alternator 300 is connected to the crankshaft of the engine 200 (or a member that rotates in conjunction with the crankshaft) via a transmission member 60 such as a belt or a chain, for example, and the kinetic energy of the crankshaft of the engine 200 is Is converted into electrical energy. Specifically, the alternator 300 includes a stator coil having three-phase windings, a field coil located inside the stator coil, a rectifier that converts an alternating current generated in the stator coil into a direct current, and a field for the field coil. This is a three-phase alternating current generator including a regulator that switches between energization (on) and non-energization (off) of a magnetic current (field current). The alternator 300 generates an induced current (three-phase alternating current) in the stator coil when a field current is passed through the field coil, converts the generated three-phase alternating current into a direct current, and outputs the direct current. The power generation voltage of the alternator 300 is controlled by controlling the on / off duty ratio of the regulator (that is, by controlling the field current to the field by the ECU 100) by the ECU 100 described later. The battery 400 is charged by the regenerative power generation of the alternator 300. The alternator 300 is an example of the “generator” according to the present invention.

  The battery 400 is a rechargeable storage battery that functions as a power supply source that supplies power to various electric devices (for example, EHC, MAT, and the like) included in the vehicle 1. The battery 400 is charged by regenerative power generation of the alternator 300. Charging / discharging of the battery 400 is controlled by the ECU 100. An SOC sensor 91 is connected to the battery 400. The battery 400 is an example of the “battery” according to the present invention.

  The SOC sensor 91 is a sensor that detects the state of charge (SOC) of the battery 400 and outputs an SOC value indicating the state of charge of the battery 400 to the ECU 100.

  The brake pedal sensor 92 is a sensor that detects the operation amount of the brake pedal 70 by the driver, and outputs the detected operation amount of the brake pedal 70 to the ECU 100.

  Next, the configuration of the engine 200 will be described with reference to FIG.

  FIG. 2 is a diagram schematically showing the configuration of the engine 200.

  In FIG. 2, an engine 200 includes an engine body 210 having four cylinders 211, an intake system 220 that sucks air into the combustion chamber of each cylinder 211, an exhaust system 230 that exhausts exhaust gas from each cylinder 211, The EGR system 240 (exhaust gas recirculation mechanism) that recirculates and recirculates a part of the exhaust gas from each cylinder 11 to the intake side, and compresses the air in the intake system 220 using the exhaust energy in the exhaust system 230. And an electric assist turbocharger (MAT) 280 for supercharging air into the combustion chamber of each cylinder 211.

  The intake system 220 includes an intake manifold 221 that communicates with the combustion chamber of the cylinder 211, an intake pipe 22 that communicates with the upstream side of the intake manifold 221, and air that is sucked on the upstream side of the intake pipe 222 (that is, intake air). ), An intercooler 224 that cools the intake air downstream of the MAT 280 in the intake pipe 222, and a throttle 225 that can adjust the amount of intake air into the cylinder 211 of the engine body 210. It is configured. The opening degree of the throttle 255 is controlled by the ECU 100 described later.

  The exhaust system 230 communicates an exhaust manifold 231 communicating with the combustion chamber of the cylinder 211, an exhaust pipe 232 communicating with the downstream side of the exhaust manifold 231, and an upstream side and a downstream side of the MAT 280 in the exhaust pipe 232, Bypass pipe 233 for exhausting gas by bypassing MAT 280, waste gate valve 234 provided in bypass pipe 233, and exhaust gas from each cylinder 211 in the exhaust pipe 232 downstream of MAT 280 And an EHC (electrically heated catalyst) 235. The waste gate valve 234 is closed when supercharging by the MAT 280 is performed under the control of the ECU 100, and is opened when supercharging by the MAT 280 is not performed.

  The EGR system 240 bypasses the combustion chamber of the cylinder 211 to allow the exhaust manifold 231 and the intake manifold 221 to communicate with each other, and recirculates exhaust from each cylinder 211 and recirculates through the EGR passage 241. An EGR cooler 242 that cools the exhaust gas and an EGR valve 243 that can adjust the exhaust gas recirculation amount to the intake manifold 221 (that is, the amount of exhaust gas that recirculates) are configured. The opening degree (or open / close state) of the EGR valve 243 is controlled by the ECU 100 described later.

  The MAT 280 is an exhaust turbine type turbocharger (turbocharger) equipped with an electric motor capable of rotating the turbine, and by rotating the turbine by the energy of the exhaust gas flowing in the exhaust pipe 232 or the electric motor. The air in the intake pipe 222 can be pressurized. Specifically, the MAT 280 assists rotation of the turbine shaft, a turbine wheel provided in the exhaust pipe 232, a compressor wheel provided in the intake pipe 222, a turbine shaft connecting the turbine wheel and the compressor wheel, and the turbine shaft. And an electric motor for doing so. When the exhaust gas discharged from the engine 200 passes through the exhaust pipe 232, the turbine wheel is rotated, whereby the compressor wheel is rotated through the turbine shaft, and the air in the intake pipe 222 is pressurized. The MAT 280 can forcibly rotate the turbine shaft at an ultra high speed by an electric motor when the energy of the exhaust gas discharged from the cylinder 211 is not sufficient. The MAT 280 (specifically, the electric motor included in the MAT 280) is supplied with electric power from the battery 400 and is controlled by the ECU 100. The MAT 280 is an example of the “electrically assisted turbocharger” according to the present invention. The MAT 280 is a variable nozzle turbocharger having a variable nozzle vane whose opening degree is variable.

  The EHC 235 is an electric heating type catalyst that is provided on the exhaust pipe 232 on the downstream side of the MAT 280 and includes a catalyst that purifies the exhaust gas discharged from the cylinder 211 and a heating unit that electrically heats the catalyst. The EHC 235 is supplied with power from the battery 400.

  The ECU 100 is an example of a “regeneration control device” according to the present invention, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and controls the entire operation of the vehicle 1. This is an electronic control unit configured to be possible. The ECU 100 is connected to each part such as the engine 200, the alternator 300, the SOC sensor 91, the brake pedal sensor 92, etc. in an electrically or in a manner capable of inputting / outputting some signals, and controls driving of each part and inputs / outputs information. The ECU 100 functions as an example of “increase / decrease control means”, “charge / discharge control means”, “target regenerative power setting means”, “friction resistance control means”, and “exhaust gas amount control means” according to the present invention.

  FIG. 3 is a block diagram schematically showing the electrical configuration of the vehicle 1 according to the present embodiment.

  In FIG. 3, the alternator 300 and the battery 400 are electrically connected to each other, and the battery 400 is charged by regenerative power generation of the alternator 300. That is, the battery 400 stores regenerative power generated by the regenerative power generation of the alternator 300.

  Various electric devices such as EHC 235 and MAT 238 provided in the vehicle 1 are electrically connected to the alternator 300 and the battery 400. Electric power is supplied from the battery 400 to these various electric devices.

  Next, regenerative control by the ECU 100 according to the present embodiment will be described with reference to FIGS.

  FIG. 4 is an equivalent circuit diagram showing a configuration of an electrical system including the alternator 300 and the battery 400 according to the present embodiment.

  In FIG. 4, an alternator (ALT) 300 is electrically connected to a battery 400. The resistor R1 is a resistance of the wiring between the alternator 300 and the battery 400 (hereinafter, the resistor R1 is appropriately referred to as “wiring resistance R1”). The resistor R2 is an internal resistance of the battery 400 (hereinafter, the resistor R2 is appropriately referred to as “internal resistance R2”). The internal resistance R2 varies according to the state of charge (SOC) of the battery 400. That is, the larger the charge amount of the battery 400 (that is, the higher the SOC value), the larger the internal resistance R2, and the smaller the charge amount of the battery 400 (that is, the lower the SOC value), the smaller the internal resistance R2. The resistor R3 is an electric load applied to the battery 400 (hereinafter, the resistor R3 is appropriately referred to as “electric load R3”). The electric load R3 is an electric load caused by various electric devices such as EHC235 and MAT238. The electric load R3 is larger as the electric power to be discharged to various electric devices such as EHC 235 and MAT 238 (that is, the amount of discharge of the battery 400) is larger, and is smaller as the electric power to be discharged is smaller.

  As shown in the following formula (1), the regenerative power Walt generated by the regenerative power generation of the alternator 300 is the power generation voltage Valt of the alternator 300, the internal resistance R2 (in other words, the state of charge (SOC) of the battery), It fluctuates according to the load R3. In Equation (1), Vbat is the battery voltage of the battery 400.

  Therefore, for example, if no measures are taken, the target regenerative power can be generated by regenerative power generation depending on the combination of the state of charge of the battery 400, the regenerative power generation voltage Valt, and the electric load R3 applied to the battery 400. Therefore, it may be difficult to generate a braking force that should be generated on the crankshaft that is the output shaft of the engine 200. As a result, the driver may feel uncomfortable about the deceleration of the vehicle 1.

  However, particularly in the present embodiment, the ECU 100 controls increase / decrease of at least one of the power generation voltage Valt of regenerative power generation and the electric load R3 applied to the battery 400 so that the regenerative power Walt matches the target regenerative power.

  FIG. 5 is a graph for explaining increase / decrease control of the electric load R3 by the ECU 100 when the power generation voltage Valt is constant.

  In FIG. 5, a solid line La0 indicates the regenerative power Walt when the discharge amount of the battery 400 is a value Pa0 (eg, 0 (zero)), and a solid line La1 is a value Pa1 where the discharge amount of the battery 400 is larger than the value Pa0. The solid line La2 indicates the regenerative power Walt when the discharge amount of the battery 400 is greater than the value Pa1, and the solid line La3 indicates the value Pa3 where the discharge amount of the battery 400 is greater than the value Pa2. The solid line La4 indicates the regenerative power Walt when the discharge amount of the battery 400 is greater than the value Pa3 (for example, the maximum value of the discharge amount).

  As shown in FIG. 5, when the generated voltage Valt is constant (that is, when the generated voltage Valt is maintained at a constant value), the ECU 100 sets the electric power so that the regenerative power Walt coincides with the target regenerative power Wtar. Increase / decrease control of the load R3. That is, in this case, the ECU 100 controls to increase or decrease the power to be discharged to various electric devices such as the EHC 235 and the MAT 238 (that is, the discharge amount of the battery 400) so that the regenerative power Walt matches the target regenerative power Wtar. To do.

  In FIG. 5, for example, the current SOC value is “SOCa2” and the current battery 400 discharge amount is the value Pa1 (see the solid line La1). In this state, the regenerative power Walt is higher than the target regenerative power Wtar. When it becomes smaller, the ECU 100 increases the discharge amount of the battery 400 so that the regenerative power Walt matches the target regenerative power Wtar. (That is, various electric devices such as EHC 235 and MAT 238 are controlled so that the electric load R3 becomes large). In other words, in this case, the ECU 100 controls the various electric devices such as the EHC 235 and the MAT 238 so that the discharge amount of the battery 400 becomes the value Pa2 (see the solid line La2), thereby generating the regenerative power Walt. It is made to coincide with the electric power Wtar.

  Alternatively, for example, the current SOC value is “SOCa2” and the current battery 400 discharge amount is the value Pa3 (see the solid line La1). In this state, the regenerative power Walt is larger than the target regenerative power Wtar. In this case, the ECU 100 reduces the discharge amount of the battery 400 so that the regenerative electric power Walt matches the target regenerative electric power Wtar (that is, various electric devices such as EHC235 and MAT238 so that the electric load R3 is reduced). Control). In other words, in this case, the ECU 100 controls the various electric devices such as the EHC 235 and the MAT 238 so that the discharge amount of the battery 400 becomes the value Pa2 (see the solid line La2), thereby generating the regenerative power Walt. It is made to coincide with the electric power Wtar.

  As described above, when the generated voltage Valt is constant, the electric load R3 applied to the battery 400 (that is, the discharge amount of the battery 400) is changed from the regenerative power Walt to the target regenerative power Wtar according to the current SOC value. By performing increase / decrease control so as to match, the target regenerative power Wtar can be more reliably generated by the regenerative power generation of the alternator 300. That is, the regenerative power Walt can be controlled with high accuracy.

  FIG. 6 is a graph for explaining increase / decrease control of the generated voltage Valt by the ECU 100 when the discharge amount of the battery 400 (in other words, the electric load R3 applied to the battery 400) is constant.

  In FIG. 6, the solid line Lb0 indicates the regenerative power Walt when the generated voltage Valt of the alternator 300 is the value Vb0, and the solid line Lb1 indicates the regenerative power Walt when the generated voltage Valt of the alternator 300 is a value Vb1 larger than the value Vb0. The solid line Lb2 indicates the regenerative power Walt when the generated voltage Valt of the alternator 300 is a value Vb2 larger than the value Vb1, and the solid line Lb3 indicates when the generated voltage Valt of the alternator 300 is a value Vb3 larger than the value Vb2. The solid line La4 indicates the regenerative power Walt when the power generation voltage Valt of the alternator 300 is a value Vb4 larger than the value Vb3 (for example, the maximum value of the power generation voltage Valt).

  As shown in FIG. 6, when the discharge amount (in other words, the electric load R3) is constant (that is, when the discharge amount of the battery 400 is maintained at a constant value), the ECU 100 determines that the regenerative power Walt is the target regeneration. The generated voltage Valt is controlled to increase or decrease so as to coincide with the electric power Wtar. In other words, in this case, the ECU 100 controls to increase or decrease the power generation voltage Valt of the alternator 300 so that the regenerative power Walt matches the target regenerative power Wtar. As described above, the ECU 100 controls the power generation voltage Valt to increase or decrease by controlling the on / off duty ratio of the regulator of the alternator 300.

  In FIG. 6, for example, the current SOC value is “SOCb2” and the generated voltage Valt of the current alternator 300 is the value Vb1 (see the solid line Lb1). In this state, the regenerative power Walt is greater than the target regenerative power Wtar. If also becomes smaller, the ECU 100 increases the generated voltage Valt of the alternator 300 so that the regenerative power Walt matches the target regenerative power Wtar. In other words, in this case, the ECU 100 controls the alternator 300 so that the power generation voltage Valt of the alternator 300 becomes the value Vb2 (see the solid line Lb2), thereby matching the regenerative power Walt with the target regenerative power Wtar.

  Alternatively, for example, when the current SOC value is “SOCb2” and the power generation voltage Valt of the alternator 300 is the value Vb3 (see the solid line Lb1), the regenerative power Walt becomes larger than the target regenerative power Wtar in this state. The ECU 100 decreases the power generation voltage Valt of the alternator 300 so that the regenerative power Walt matches the target regenerative power Wtar. In other words, in this case, the ECU 100 controls the alternator 300 so that the generated voltage Valt of the alternator 300 becomes the value Vb2 (see the solid line Lb3), thereby matching the regenerative power Walt with the target regenerative power Wtar.

  As described above, when the discharge amount (in other words, the electric load R3) is constant, the regenerative power Walt is set to match the target regenerative power Wtar according to the current SOC value. By performing the increase / decrease control, the target regenerative power Wtar can be more reliably generated by the regenerative power generation of the alternator 300. That is, the regenerative power Walt can be controlled with high accuracy.

  FIG. 7 illustrates increase / decrease control for increasing / decreasing the generated voltage Valt according to the state of charge (SOC) of the battery 400 and the amount of discharge of the battery 400 (that is, the electric load R3 applied to the battery 400) in this embodiment. FIG.

  As described above with reference to FIG. 6, when the discharge amount (in other words, the electric load R3) is constant, the ECU 100 sets the generated voltage Valt so that the regenerative power Walt matches the target regenerative power Wtar. Increase / decrease control. That is, the ECU 100 controls the power generation voltage Valt to increase or decrease according to the SOC value output from the SOC sensor 91 and the current discharge amount of the battery 400, thereby matching the regenerative power Walt to the target regenerative power Wtar.

  That is, for example, as shown in FIG. 7, the ECU 100 matches the regenerative power Walt to the target regenerative power Wtar by lowering the generated voltage Valt as the SOC value is larger or the discharge amount is smaller. The regenerative power Walt is matched with the target regenerative power Wtar by setting the generated voltage Valt to a higher value as the SOC value is smaller or the discharge amount is larger.

  As described above, according to the present embodiment, the ECU 100 controls increase / decrease of at least one of the regenerative power generation voltage Valt and the electric load R3 applied to the battery 400 so that the regenerative power Walt matches the target regenerative power. The regenerative power Walt can be controlled with high accuracy. Therefore, the braking force to be generated on the output shaft of engine 200 can be generated with high accuracy. This can reduce or prevent the driver from feeling uncomfortable about the deceleration of the vehicle 1. Furthermore, since the regenerative electric power Walt can be controlled with high accuracy in this way, the energy efficiency of the vehicle 1 can be increased, and the fuel consumption can be improved.

  Further, in FIGS. 5 and 6, particularly in the present embodiment, when the vehicle 1 is not decelerated, the ECU 100 determines that the SOC value indicating the state of charge of the battery 400 is within a predetermined range (from “SOCmin” in FIGS. 5 and 6). The charging / discharging of the battery 400 is controlled so as to be within the range between “SOCmax”. Here, the upper limit value of the predetermined range is set based on the maximum value of the generated voltage Valt of the alternator 300 and the maximum value of the discharge amount of the battery 400 (that is, the electric load R3 applied to the battery 400). Therefore, when the vehicle 1 is decelerated, for example, since the SOC value is larger than the upper limit value “SOCmax”, the regenerative power Walt is set to the target regenerative power Walt even if increase / decrease control of at least one of the generated voltage Val and the discharge amount of the battery 400 It is possible to avoid the situation that it is not possible to be matched with. Therefore, the target regenerative power Walt can be generated more reliably by regenerative power generation. Accordingly, it is possible to more reliably reduce or prevent the driver from feeling uncomfortable about the deceleration of the vehicle 1.

  As described above, according to the present embodiment, the ECU 100 controls increase / decrease of at least one of the power generation voltage Valt for regenerative power generation and the electric load R3 applied to the battery 400 so that the regenerative power Walt matches the target regenerative power. Therefore, the regenerative power Walt can be controlled with high accuracy. Therefore, the braking force to be generated on the output shaft of engine 200 can be generated with high accuracy. This can reduce or prevent the driver from feeling uncomfortable about the deceleration of the vehicle 1. Furthermore, since the regenerative electric power Walt can be controlled with high accuracy in this way, the energy efficiency of the vehicle 1 can be increased, and the fuel consumption can be improved.

Second Embodiment
A regeneration control apparatus according to the second embodiment will be described with reference to FIG.

  FIG. 8 is a graph for explaining increase / decrease control of the generated voltage Valt in the second embodiment.

  The regenerative control device according to the second embodiment is different from the regenerative control device according to the first embodiment described above in that the power generation voltage Valt is increased or decreased according to whether or not the brake pedal 70 is operated. Is configured in substantially the same manner as the regeneration control device according to the first embodiment described above.

  In FIG. 8, the ECU 100 increases or decreases the power generation voltage Valt of the alternator 300 according to whether or not the brake pedal 70 (see FIG. 1) is operated. As described above, the ECU 100 is an example of the “regenerative control device” according to the present invention.

  That is, when the brake pedal 70 is operated (that is, when the driver of the vehicle 1 tries to decelerate the vehicle 1 by operating the brake pedal, the brake is ON in FIG. 8), When there is no operation of the brake pedal 70 and the driver of the vehicle 1 tries to decelerate the vehicle 1 by reducing or eliminating the amount of operation of the accelerator pedal, it is higher than in the case of accelerator OFF in FIG. Increase / decrease control of the generated voltage Walt. In other words, the ECU 100 turns off the accelerator without the driver depressing the brake pedal 70 when the driver depresses the brake pedal 70 and the vehicle 1 is decelerated (when the brake is ON). Thus, the alternator 300 is controlled so as to be higher than the power generation voltage Walt when the vehicle 1 is to be decelerated (when the accelerator is OFF). Therefore, when the brake is ON, a larger regenerative power can be generated than when the accelerator is OFF.

  Here, since the driver predicts that the vehicle 1 decelerates when the brake is ON than when the accelerator is OFF, the braking force is generated by generating a relatively large regenerative electric power and the vehicle. Even if 1 decelerates, the driver is unlikely to feel uncomfortable about the deceleration. Therefore, according to the present embodiment, the amount of regenerative electric power can be increased and the fuel consumption can be further improved with little or no discomfort regarding deceleration to the driver.

  FIG. 9 is a graph for explaining increase / decrease control of the power generation voltage Valt in the modification.

  As shown in FIG. 9 as a modified example, the ECU 100 may increase or decrease the power generation voltage Valt of the alternator 300 according to the operation amount (stroke) of the brake pedal 70 (see FIG. 1). That is, the ECU 100 changes the alternator so that the power generation voltage Valt increases as the operation amount (stroke) of the brake pedal 70 increases (that is, the power generation voltage Valt decreases as the operation amount of the brake pedal 70 decreases). 300 may be controlled.

  According to such a modified example, similar to the second embodiment described above, the regenerative electric energy can be increased and the fuel consumption can be further improved with little or no discomfort about deceleration to the driver. Can do.

  Note that the ECU 100 may increase or decrease the power generation voltage Valt of the alternator 300 according to the magnitude of the brake hydraulic pressure in addition to or instead of the operation amount of the brake pedal 70. That is, the ECU 100 may control the alternator 300 such that the generated voltage Valt increases as the brake hydraulic pressure increases. Also in this case, similarly to the second embodiment described above, the regenerative electric energy can be increased with little or no discomfort about deceleration to the driver, and the fuel consumption can be further improved.

<Third Embodiment>
A regeneration control apparatus according to the third embodiment will be described with reference to FIG.

  FIG. 10 is a graph for explaining the increase / decrease control of the electric load R3 when the generated voltage Valt is constant in the third embodiment.

  The regenerative control device according to the third embodiment is such that when the SOC value is larger than “SOCmax”, the engine friction that is the frictional resistance in the engine 200 is increased, the regenerative control device according to the first embodiment described above. Unlike the above, the other points are configured in substantially the same manner as the regeneration control device according to the first embodiment described above.

  In FIG. 10, a solid line Lc0 indicates the regenerative power Walt when the discharge amount of the battery 400 is the value Pc0 (= 0) (that is, when there is no discharge), and a solid line Lc1 indicates that the discharge amount of the battery 400 is greater than the value Pc0. The regenerative power Walt when the value is a large value Pc1 is shown, and the solid line Lc2 shows the regenerative power Walt when the discharge amount of the battery 400 is a value Pc2 (the maximum value of the discharge amount) larger than the value Pc1. When the SOC value is “SOCmin”, when the battery 400 is not discharged, the regenerative power Walt matches the target regenerative power Wtar, and when the SOC value is “SOCmax”, the discharge amount of the battery 400 Is the maximum value Pc2, the regenerative power Walt matches the target regenerative power Wtar.

  Here, in the present embodiment, as in the first embodiment described above, when the vehicle 1 is not decelerated, the ECU 100 determines that the SOC value indicating the state of charge of the battery 400 is between “SOCmin” and “SOCmax”. The charging / discharging of the battery 400 is controlled so as to be inside. However, when the SOC value becomes “SOCc3” larger than “SOCmax” that is the upper limit value due to some influence, the regenerative power Walt may be matched with the target regenerative power Wtar by increasing the discharge amount. It becomes impossible. In other words, when the SOC value is “SOCc3” which is larger than the upper limit “SOCmax”, the regenerative power Walt becomes smaller than the target regenerative power Wtar by, for example, the value ΔWc3 even if the discharge amount is maximized. End up. For this reason, the braking force cannot be sufficiently generated, and there is a possibility that the driver may feel uncomfortable about the deceleration.

  Therefore, particularly in the present embodiment, when the SOC value is larger than “SOCmax”, the engine friction of the engine 200 is increased by controlling the variable nozzle vanes of the throttle 225, the EGR valve 243, and the MAT280. Specifically, the ECU 100 has a map that associates the SOC value with the necessary engine friction that is the engine friction to be generated, and the throttle 225, so that the generated engine friction matches the required engine friction. The variable nozzle vanes of the EGR valve 243 and the MAT 280 are controlled.

  FIG. 11 is a conceptual diagram conceptually showing a map for associating the SOC value with the necessary engine friction in the present embodiment.

  As shown in FIG. 11, in the present embodiment, the larger the SOC value, the larger the required engine friction is associated. That is, when the SOC value is larger than “SOCmax” (see FIG. 10), the larger the SOC value, the more the difference between the target regenerative power Wtar and the regenerative power when the discharge amount is the maximum value (see the solid line Lc2). In this embodiment, the larger the SOC value is, the larger the engine friction is generated.

  FIG. 12 is a conceptual diagram showing the relationship between the open / close state of each of the throttle 255 (D throttle), the EGR valve 243 (EGR), and the variable nozzle vane (VN) of the MAT 280 and the engine friction.

  In FIG. 12, the engine friction of the engine 200 becomes smaller by controlling the throttle 255 to the closed state, the EGR valve 243 to the opened state, and the variable nozzle vane of the MAT 280 to the opened state, respectively. The engine friction of the engine 200 is further increased by controlling the throttle 255 to the open state, the EGR valve 243 to the closed state, and the variable nozzle vane of the MAT 280 to the closed state.

  Based on the SOC value detected by the SOC sensor 91 (see FIG. 1) and the map described above with reference to FIG. 11, the ECU 100 controls the throttle 255, EGR so that the engine friction of the engine 200 matches the required engine friction. The open / close states of the variable nozzle vanes of the valve 243 and the MAT 280 are controlled.

  Therefore, even if the discharge amount of the battery 400 is maximized, the braking force to be generated can be generated more reliably even when the regenerative power Walt is smaller than the target regenerative power Wtar. Therefore, it is possible to more reliably reduce or prevent the driver from feeling uncomfortable about the deceleration.

<Fourth embodiment>
A regeneration control apparatus according to the fourth embodiment will be described with reference to FIG.

  FIG. 13 is a conceptual diagram for explaining the control range of the SOC value in the present embodiment.

  The regeneration control apparatus according to the fourth embodiment increases the amount of exhaust gas flowing into the EHC 235 by operating the MAT 280 when the catalyst bed temperature of the EHC 235 (see FIG. 2) is equal to or higher than a predetermined reference temperature. In this respect, the regeneration control device according to the third embodiment described above is different from the regeneration control device according to the third embodiment described above, and the other points are configured in substantially the same manner as the regeneration control device according to the third embodiment described above.

  In this embodiment, in the present embodiment, when the vehicle bed 1 is not decelerated and the catalyst bed temperature of the EHC 235 (see FIG. 2) is higher than the reference temperature Ts, the ECU 100 changes the SOC value from “SOCmin” to “SOCc1”. The charge / discharge of the battery 400 is controlled so as to be within the range up to the time point, and when the catalyst bed temperature of the EHC 235 (see FIG. 2) is lower than the reference temperature Vs, the SOC value is changed from “SOCmin” to “SOCmax”. The charging / discharging of the battery 400 is controlled so as to be within the range up to.

  Therefore, when the vehicle 1 is decelerated, for example, since the SOC value is larger than the upper limit value “SOCmax”, the regenerative power Walt is set to the target regenerative power Walt even if at least one of the generated voltage Valt and the discharge amount of the battery 400 is controlled to increase or decrease. It is possible to avoid a situation in which it cannot be matched. Therefore, the target regenerative power Walt can be generated more reliably by regenerative power generation. Therefore, it is possible to more reliably reduce or prevent the driver 1 from feeling uncomfortable about the deceleration of the vehicle 1.

  Particularly in this embodiment, the ECU 100 increases the amount of exhaust gas flowing into the EHC 235 by operating the MAT 280 when the catalyst bed temperature of the EHC 235 is equal to or higher than a predetermined reference temperature Ts. As a result, the catalyst bed temperature of EHC 235 can be lowered, and the amount of discharge to EHC 235 can be increased. Therefore, by increasing the discharge amount to the EHC 235, the regenerative power Walt can be reliably matched with the target regenerative power Walt. That is, for example, it is possible to avoid a situation in which the amount of discharge to EHC 235 cannot be increased because the catalyst bed temperature of EHC 235 is high (that is, the amount of discharge to EHC 235 must be limited). By increasing the discharge amount, the regenerative power Walt can be reliably matched with the target regenerative power Walt. Accordingly, it is possible to more reliably reduce or prevent the driver from feeling uncomfortable about the deceleration of the vehicle 1.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit or idea of the invention that can be read from the claims and the entire specification, and the regenerative control device with such a change. Is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 91 ... SOC sensor, 92 ... Brake pedal sensor, 100 ... EUC, 200 ... Engine, 300 ... Alternator, 400 ... Battery, 235 ... EHC (electrically heated catalyst), 280 ... MAT (Electric assist turbocharger)

Claims (7)

A regenerative control device for a vehicle, comprising: an internal combustion engine; a generator that performs regenerative power generation using kinetic energy of an output shaft of the internal combustion engine; and a battery that is charged by the regenerative power generation,
It is provided with an increase / decrease control means for increasing / decreasing at least one of the power generation voltage of the regenerative power generation and the electric load applied to the battery so that the regenerative power generated by the regenerative power generation matches the target regenerative power. Vehicle regeneration control device.   The vehicle regeneration control apparatus according to claim 1, wherein the increase / decrease control means increases / decreases at least one of the generated voltage and the electric load according to an SOC value indicating a state of charge of the battery.   When the vehicle is not decelerated, an upper limit value of the SOC value is set based on the maximum value of the generated voltage and the maximum value of the electric load, so that the SOC value does not exceed the set upper limit value. The vehicle regeneration control device according to claim 2, further comprising charge / discharge control means for controlling charge / discharge of the battery.   The target regenerative power is set so that the target regenerative power when the brake pedal of the vehicle is operated is larger than the target regenerative power when the brake pedal is not operated. The vehicle regeneration control apparatus according to any one of claims 1 to 3, further comprising target regeneration power setting means.   5. The friction resistance control unit according to claim 1, further comprising a friction resistance control unit configured to increase a friction resistance in the internal combustion engine when an SOC value indicating a state of charge of the battery is larger than a predetermined reference value. Vehicle regeneration control device. The internal combustion engine is provided with an electrically heated catalyst to which electric power is supplied from the battery,
The exhaust gas amount control means for increasing the amount of exhaust gas flowing into the electric heating catalyst when the temperature of the electric heating catalyst is equal to or higher than a predetermined reference temperature. The vehicle regeneration control device according to one item. The internal combustion engine is provided with an electric assist turbocharger to which electric power is supplied from the battery,
The regeneration control device for a vehicle according to claim 6, wherein the exhaust gas amount control means increases the amount of the exhaust gas by operating the electric assist turbocharger.

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