JP2009017721A - Vehicle, control method therefor, and power storage device - Google Patents

Abstract

A capacitor is charged to a target charge state in a short time.
When charging a capacitor by regeneratively controlling a front wheel motor to apply a braking force, a drop voltage corresponding to a voltage drop based on the internal resistance of the capacitor is calculated and calculated from a voltage Vcap between terminals of the capacitor. The effective voltage Vreal is calculated by reducing the voltage drop, and the capacitor input limit is set so that the voltage Vcap between the terminals of the capacitor becomes a voltage with the allowable voltage Vref as the upper limit until the effective voltage Vreal reaches the target voltage V *. Then, the front wheel motor is regeneratively controlled within the set input limit range. As a result, the capacitor can be charged quickly and the terminal voltage Vcap of the capacitor after charging can be set to the target voltage V *.
[Selection] Figure 6

Description

  The present invention relates to a vehicle, a control method therefor, and a power storage device, and more specifically, a vehicle including an electric motor capable of inputting / outputting driving power and a capacitor capable of exchanging electric power with the electric motor, a control method for such a vehicle, and electric power generation. The present invention relates to a power storage device including a battery and a capacitor that is charged by electric power from the generator.

Conventionally, as this type of technology, a method has been proposed in which the charging current of the capacitor is inversely proportional to the increase in the charging voltage of the capacitor (see, for example, Patent Document 1). In this technology, the voltage drop due to the internal resistance of the capacitor near the target charging state is reduced by making the charging current of the capacitor inversely proportional to the increase in the charging voltage, compared to charging the capacitor with a small current. The capacitor is charged quickly.
Japanese Patent No. 3871220

  In a vehicle equipped with an electric motor that collects the kinetic energy of the vehicle as electric power and a capacitor as a power storage device that stores the collected electric power, the capacitor is charged in a short time when the brake pedal is depressed and the braking force is applied to the vehicle. Therefore, if the capacitor is charged with the charging current of the capacitor being inversely proportional to the increase of the charging voltage, the capacitor cannot be charged to the target charging state. If it is only for the purpose of recovering the kinetic energy of the vehicle, it is not necessary to charge the capacitor to the target charge state, but when the motor is driven using the electric power stored in the capacitor, sufficient power is output from the motor. Can not be. In particular, in the case of a racing vehicle, it is desired to charge the capacitor to the target charging state in a short time because it is necessary to fully demonstrate the performance of the electric motor. In order to solve such a problem, it is conceivable to charge the capacitor with a relatively large current. However, an excessive voltage may be applied to the capacitor or the capacitor may be damaged due to overcharging.

  A vehicle, a control method thereof, and a power storage device of the present invention are mainly intended to charge a capacitor to a target charge state in a short time.

  The vehicle, the control method thereof, and the power storage device of the present invention employ the following means in order to achieve the main object described above.

The vehicle of the present invention
A vehicle comprising: an electric motor capable of inputting and outputting driving power; and a capacitor capable of exchanging electric power with the electric motor,
Voltage detecting means for detecting a voltage between terminals of the capacitor;
When the electric motor is regeneratively driven to charge the capacitor, the effective voltage of the capacitor is determined based on the detected inter-terminal voltage and a voltage drop corresponding to a voltage drop due to a resistance component when the capacitor is charged. A control means for calculating an effective voltage that is a voltage and controlling the electric motor so that the calculated effective voltage reaches a target voltage;
It is a summary to provide.

  In the vehicle of the present invention, when the electric motor is regeneratively driven to charge the capacitor, the effective voltage of the capacitor is determined based on the voltage across the capacitor and the voltage drop corresponding to the voltage drop caused by the resistance component when the capacitor is charged. The effective voltage which is a correct voltage is calculated, and the electric motor is controlled so that the effective voltage reaches the target voltage. As a result, it is not necessary to make the charging current inversely proportional to the increase in the voltage between the terminals of the capacitor, and the effective voltage of the capacitor is set to the target voltage in a short time, that is, the capacitor is charged to the target charging state in a short time. be able to.

  In such a vehicle of the present invention, the control means sets the resistance value of the resistance component based on the temperature of the capacitor and sets the drop voltage based on the set resistance value and the current flowing through the capacitor. Also, the effective voltage can be calculated by using the set voltage drop. In this way, the effective voltage of the capacitor can be calculated with higher accuracy, and thus the capacitor can be brought into the target charge state with higher accuracy. In this case, the control means may be means for setting the resistance value of the resistance component using a temperature resistance value setting map which is a relationship between the temperature of the capacitor and the resistance value of the resistance component. it can.

  Further, in the vehicle of the present invention, the control means sets, as the allowable charging power, power at which the detected inter-terminal voltage is an allowable voltage higher than the target voltage, and within the set allowable charging power range. It may be a means for controlling the electric motor. If it carries out like this, it can suppress that the voltage between terminals of a capacitor exceeds permissible voltage, and can suppress damage to a capacitor by a high voltage acting between terminals.

  Furthermore, in the vehicle of the present invention, only the capacitor can be mounted as a device capable of exchanging electric power with the electric motor. In such a vehicle, it is required to set the capacitor to the target charging state in order to fully demonstrate the performance of the electric motor. However, in the present invention, the capacitor can be charged to the target charging state in a short time. The performance of can be fully exhibited.

  In the vehicle of the present invention, the electric motor includes a front wheel motor capable of outputting a braking force to the front wheels and a rear wheel motor capable of outputting a driving force to the rear wheels, and the control means is configured to When the electric motor is regeneratively driven to charge the capacitor, the front wheel electric motor can be regeneratively controlled. In this way, the kinetic energy of the vehicle can be efficiently regenerated as electric power by the front wheel motor during braking and stored in the capacitor, and this can be output from the rear wheel motor during driving. In this case, it is possible to provide an internal combustion engine that can output power for traveling, and the rear wheel motor is attached to the output shaft of the internal combustion engine. The front wheel motor may be two motors that directly output power to the left and right wheels.

The power storage device of the present invention is
A power storage device comprising a generator and a capacitor charged with electric power from the generator,
Voltage detecting means for detecting a voltage between terminals of the capacitor;
When the capacitor is charged by the generator, the effective voltage of the capacitor is based on the detected inter-terminal voltage and a voltage drop that is a voltage drop due to a resistance component during charging of the capacitor. Control means for calculating an effective voltage and controlling the generator so that the calculated effective voltage reaches a target voltage;
It is a summary to provide.

  In this power storage device according to the present invention, when a capacitor is charged by a generator, the effective voltage of the capacitor is based on the voltage across the capacitor and a voltage drop that is a voltage drop due to a resistance component when the capacitor is charged. The effective voltage is calculated and the generator is controlled so that the effective voltage reaches the target voltage. As a result, it is not necessary to make the charging current inversely proportional to the increase in the voltage between the terminals of the capacitor, and the effective voltage of the capacitor is set to the target voltage in a short time, that is, the capacitor is charged to the target charging state in a short time. be able to.

The vehicle control method of the present invention includes:
A method for controlling a vehicle, comprising: an electric motor capable of inputting / outputting power for traveling; and a capacitor capable of exchanging electric power with the electric motor,
When the electric motor is regeneratively driven to charge the capacitor, the effective voltage of the capacitor is based on a voltage across the capacitor and a voltage drop corresponding to a voltage drop caused by a resistance component during charging of the capacitor. And controlling the electric motor so that the calculated effective voltage reaches the target voltage.
It is characterized by that.

  In this vehicle control method of the present invention, when the motor is regeneratively driven to charge the capacitor, the capacitor is based on the voltage between the terminals of the capacitor and the voltage drop that is the voltage drop due to the resistance component when the capacitor is charged. The effective voltage, which is the effective voltage of is calculated, and the electric motor is controlled so that the effective voltage reaches the target voltage. As a result, it is not necessary to make the charging current inversely proportional to the increase in the voltage between the terminals of the capacitor, and the effective voltage of the capacitor is set to the target voltage in a short time, that is, the capacitor is charged to the target charging state in a short time. be able to.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 developed for a race as one embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes a front wheel drive system 21 having two front wheel motors 24 and 26 attached to left and right front wheels 29a and 29b, and an engine 32 and a motor 36 attached to a crankshaft 33 of the engine 32. Power to the left and right rear wheels 39a and 39b via the transmission 34 and the differential gear 38, the capacitor 50 for exchanging power with the front wheel motors 24 and 26 and the motor 36, and the left and right front wheels Electronically controlled hydraulic brake unit (hereinafter referred to as “ECB”) that applies braking torque by applying hydraulic pressure to wheel cylinders 66a, 66b, 68a, 68b attached to 29a, 29b and left and right rear wheels 39a, 39b. 60 and control the entire hybrid vehicle 20 And an in-ECU 70.

  The front wheel motors 24 and 26 are the same as each other configured as a so-called in-wheel motor in which a synchronous generator motor, a speed reducer, a hub bearing, and the like are integrated, and exchange power with the capacitor 50 via inverters 42 and 44. To do. In other words, the front wheel motors 24 and 26 function as a power unit capable of distributing and outputting braking force and driving force to the left and right front wheels 29a and 29b independently. The front wheel motors 24 and 26 are driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  The engine 32 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and the main electronic control unit 70 that receives signals from various sensors that detect the operating state of the engine 32 causes the fuel injection amount and ignition. Control of timing, intake air volume, etc.

  The transmission 34 is configured as, for example, a hydraulically driven six-speed transmission, and is upshifted or downshifted by a main electronic control unit 70 that inputs signals based on operations of the up switch 81 and the down switch 82 by the driver. Shift control is performed.

  The motor 36 is configured as a well-known synchronous generator motor that can operate as a generator and can operate as an electric motor, and exchanges electric power with the capacitor 50 via an inverter 46. The motor 36 is subjected to drive control by the motor ECU 40 in the same manner as the front wheel motors 24 and 26. The motor ECU 40 receives signals necessary for driving and controlling the front wheel motors 24 and 26 and the motor 36, for example, rotational position detection sensors 25 and 27 for detecting the rotational positions of the front wheel motors 24 and 26 and the rotor of the motor 36. 37, the phase current applied to the front wheel motors 24 and 26 and the motor 36 detected by a current sensor (not shown), and the like are input from the motor ECU 40 to the inverters 42, 44 and 46. A control signal is output. Inverters 42, 44, and 46 are each configured as a well-known inverter circuit including six switching elements and six diodes, and the positive and negative buses are connected to the input / output terminal of capacitor 50. The motor ECU 40 communicates with the main electronic control unit 70, and controls driving of the front wheel motors 24, 26 and the motor 36 by a control signal from the main electronic control unit 70 and, if necessary, the front wheel motors 24, 26, Data relating to the operating state of the motor 36 is output to the main electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nfl, Nfr, Nm of the front wheel motors 24, 26 and the motor 36 based on signals from the rotational position detection sensors 25, 27, 37.

  The capacitor 50 is configured as, for example, an electric double layer capacitor, and charging / discharging is controlled by a capacitor electronic control unit (hereinafter referred to as “capacitor ECU”) 52. The capacitor ECU 52 flows through the capacitor 50 detected by the current sensor 56 attached to the power line from the capacitor 50 and the voltage Vcap between the terminals of the capacitor 50 detected by the voltage sensor 54 attached between the terminals of the capacitor 50. The current Icap, the temperature Tcap of the capacitor 50 detected by the temperature sensor 58 attached to the capacitor 50, and the like are input. The capacitor ECU 52 communicates with the main electronic control unit 70, transmits a control signal necessary for charging / discharging to the main electronic control unit 70 as necessary, and transmits data related to the state of the capacitor 50 to the main electronic control unit 70. Output.

  The ECB 60 has a master cylinder 61 that is pressurized when the brake pedal 85 is depressed, and a braking torque that corresponds to the share of the ECB 60 in the braking force that should be applied to the vehicle in accordance with the pressure (brake pedaling force) of the master cylinder 61. A brake actuator 64 that adjusts the hydraulic pressure to the wheel cylinders 66a, 66b, 68a, 68b so as to act on the left and right front wheels 29a, 29b and the left and right rear wheels 39a, 39b, and an electronic control unit for brake that controls the drive of the brake actuator 64 ( (Hereinafter referred to as “brake ECU”) 62. The brake ECU 62 includes a master cylinder pressure (brake pedaling force Fb) detected by a master cylinder pressure sensor 61a attached to the master cylinder 61 and wheel speeds (not shown) provided on the left and right front wheels 29a and 29b and the left and right rear wheels 39a and 39b. The wheel speed from the sensor is input, and the brake ECU 62 outputs a drive signal to the brake actuator 64. The brake ECU 62 communicates with the main electronic control unit 70, and applies braking torque to the left and right front wheels 29 a and 29 b and the left and right rear wheels 39 a and 39 b according to a control signal from the main electronic control unit 70, as well as the ECB 60. Data on the state is output to the main electronic control unit 70.

  The main electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown). With. The main electronic control unit 70 is provided with an accelerator pedal position sensor 84 that is attached to the steering and detects a signal from an up switch 81 or a down switch 82 that instructs an upshift or downshift of the transmission 34 or an amount of depression of an accelerator pedal 83. The accelerator pedal opening Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the like are input via the input port. As described above, the main electronic control unit 70 is connected to the motor ECU 40, the capacitor ECU 52, and the brake ECU 62 via the communication port, and exchanges various control signals and data with the motor ECU 40, the capacitor ECU 52, and the brake ECU 62. Yes.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when charging the capacitor 50 by regeneratively controlling the front wheel motors 24 and 26 when the driver depresses the brake pedal 85 will be described. The electric power stored in the capacitor 50 is consumed by driving the motor 36 when the accelerator pedal 83 is depressed. FIG. 2 is a flowchart showing an example of a braking control routine executed by the main electronic control unit 70 when the brake pedal 85 is depressed. This routine is repeatedly executed every predetermined time (for example, every several msec) when the brake pedal 85 is depressed.

  When the braking control routine is executed, the CPU 72 of the main electronic control unit 70 first inputs data necessary for braking control such as the rotational speeds Nfr and Nfl of the front wheel motors 24 and 26 and the brake depression force Fb. Is executed (step S100). Here, as for the rotational speeds Nfr and Nfl of the front wheel motors 24 and 26, those detected by the rotational position detection sensors 25 and 27 are input from the motor ECU 40 by communication. In addition, the brake depression force Fb detected by the master cylinder pressure sensor 61a is input from the brake ECU 62 by communication.

  When the data is input in this manner, the relationship between the brake pedal force Fb, the front wheel hydraulic brake torque, the rear wheel hydraulic brake torque, and the regenerative brake torque is set in advance to the brake pedal force Fb input from the brake torque setting map stored in the ROM 74. A corresponding regenerative brake torque is derived and set as a temporary regenerative torque Tmtmp (step S110). An example of the brake torque setting map is shown in FIG. Then, the input limit Win as the maximum allowable power that may charge the capacitor 50 is divided by the sum of the rotational speeds Nfr and Nfl of the front wheel motors 24 and 26, and may be output from the front wheel motors 24 and 26. Torque limit Tmin as a regenerative torque (negative value) is calculated (step S120), and the larger one of the set provisional regenerative torque Tmtmp and torque limit Tmin (smaller as an absolute value) is set for front wheel motors 24 and 26. The torque command Tm * of the front wheel motors 24 and 26 set as the torque command Tm * is transmitted to the motor ECU 40 (step S130). The motor ECU 40 that has received the torque command Tm * performs switching control of the switching elements of the inverters 42 and 44 so that the regenerative torque corresponding to the torque command Tm * is output from the front wheel motors 24 and 26. As a result, the capacitor 50 is charged by the electric power regenerated by the front wheel motors 24 and 26. The input limit Win of the capacitor 50 is set by a charge control routine illustrated in FIG. 4 executed by the capacitor ECU 52, and the description thereof will be described later.

  When the torque command Tm * for the front wheel motors 24 and 26 is set, the front wheel hydraulic brake torque corresponding to the brake pedaling force Fb input from the brake torque setting map is derived and set as the provisional front wheel hydraulic brake torque Tftmp (step S140). In addition to the provisional front wheel hydraulic brake torque Tftmp set by subtracting the torque command Tm * from the temporary regenerative torque Tmtmp, the value is set as the front wheel hydraulic brake torque Tf and the set front wheel hydraulic brake Tf is transmitted to the brake ECU 62. (Step S150). Further, the rear wheel hydraulic brake torque corresponding to the brake pedal force Fb input from the brake torque setting map is derived and set as the rear wheel hydraulic brake torque Tr, and the set rear wheel hydraulic brake Tr is transmitted to the brake ECU 62 ( Step S160), the braking control routine is terminated. The brake ECU 62 that has received the front wheel hydraulic brake torque Tf and the rear wheel hydraulic brake torque Tr causes the front wheel hydraulic brake torque Tf to act on the front wheels 29a and 29b and the rear wheel hydraulic brake torque Tr to act on the rear wheels 39a and 39b. The brake actuator 64 is driven and controlled. As a result, the front wheel hydraulic brake torque Tf acts on the front wheels 29a and 29b, and the rear wheel hydraulic brake torque Tr acts on the rear wheels 39a and 39b. The torque is calculated by adding the double value obtained by dividing the temporary regenerative torque Tmtmp by the torque command Tm * to the temporary front wheel hydraulic brake torque Tftmp derived from the brake torque setting map. Even when the regenerative torque to be output from the front wheel motors 24 and 26 is limited by the limit Tmin, the braking force applied to the vehicle is not reduced.

  Next, a process for setting the input limit Win of the capacitor 50 will be described. Since the setting of the input limit Win of the capacitor 50 is the charge control of the capacitor 50, the setting of the input limit Win including the charge control will be described. FIG. 4 is a flowchart showing an example of a charge control routine executed by the capacitor ECU 52. This routine is repeatedly executed every predetermined time (for example, every several msec) while the capacitor 50 is being charged.

  When the charge control routine is executed, first, the capacitor ECU 52 starts the temperature Tcap of the capacitor 50 from the temperature sensor 58, the voltage Vcap across the terminals of the capacitor 50 from the voltage sensor 54, and the current Icap flowing through the capacitor 50 from the current sensor 56. Data necessary for charging control of the capacitor 50 is input (step S200), and the internal resistance R of the capacitor 50 is set based on the input temperature Tcap of the capacitor 50 (step S210). In the embodiment, the internal resistance R of the capacitor 50 is set by preliminarily obtaining the relationship between the temperature Tcap of the capacitor 50 and the internal resistance R through experiments or the like and storing it in the ROM 74 as an internal resistance setting map. When Tcap is given, the corresponding internal resistance R is derived from the stored map. An example of the internal resistance setting map is shown in FIG.

  When the internal resistance R is set in this way, the set internal resistance R is multiplied by the current Icap to calculate a voltage (voltage drop) Vdr due to a voltage drop based on the internal resistance R of the capacitor 50 (step S220), and between the terminals of the capacitor 50 The effective voltage Vreal of the capacitor 50 is calculated by subtracting the calculated drop voltage Vdr from the voltage Vcap (step S230). Then, the effective voltage Vreal and the target voltage V * of the capacitor 50 are compared (step S240), and the inter-terminal voltage Vcap and the allowable voltage Vref slightly higher than the target voltage V * are compared (step S250). Here, the target voltage V * is set as a voltage that is lower than the upper limit voltage (withstand voltage) of the capacitor 50 and that can supply electric power that allows the motor 36 to fully exhibit its performance. When the upper limit voltage of the capacitor 50 is 900V, 750V is used. At this time, for example, 800 V is used as the allowable voltage Vref.

  When the effective voltage Vreal is smaller than the target voltage V * and the inter-terminal voltage Vcap is smaller than the allowable voltage Vref, the maximum input allowable power Wset as the rated value of the capacitor 50 is set as the input limit Win (step S260), and this routine Exit. As a result, the performance of the front wheel motors 24 and 26 can be fully exhibited, and the kinetic energy of the vehicle can be regenerated as electric power to charge the capacitor 50. Although the effective voltage Vreal is smaller than the target voltage V *, when the inter-terminal voltage Vcap reaches the allowable voltage Vref, the power set by the feedback control is set as the input limit Win so that the inter-terminal voltage Vcap is maintained at the allowable voltage Vref. (Step S270), and this routine is finished. The feedback control can be performed by setting a proportional term or an integral term so that the difference between the terminal voltage Vcap and the allowable voltage Vref is canceled out. Thereby, it is possible to suppress the inter-terminal voltage Vcap of the capacitor 50 from exceeding the allowable voltage Vref. When the effective voltage Vreal reaches the target voltage V *, a value 0 is set to the input limit Win of the capacitor 50 (step S280), and this routine is terminated. Thereby, the inter-terminal voltage Vcap after the completion of charging of the capacitor 50 can be set to the target voltage V *, and the electric power for sufficiently exerting the performance of the motor 36 can be supplied.

  FIG. 6 is an explanatory diagram showing an example of temporal changes in the inter-terminal voltage Vcap and the effective voltage Vreal when the capacitor 50 is charged using the input restriction Win set by the charging control routine of FIG. As shown in the figure, the inter-terminal voltage Vcap of the capacitor 50 becomes higher because the front wheel motors 24 and 26 are regeneratively controlled and stored in the capacitor 50 within the range of the input limit Win of the capacitor 50. The voltage V * is exceeded. At this time, the effective voltage Vreal does not reach the target voltage V * due to a voltage drop due to the internal resistance R of the capacitor 50. The inter-terminal voltage Vcap of the capacitor 50 continues to increase, but when the allowable voltage Vref is reached, the input limit Win of the capacitor 50 is adjusted so that the inter-terminal voltage Vcap is maintained at the allowable voltage Vref. Vcap is maintained at the allowable voltage Vref, and the capacitor 50 is continuously charged. When the effective voltage Vreal reaches the target voltage V *, since the value 0 is set to the input limit Win of the capacitor 50, the charging of the capacitor 50 is finished, and the inter-terminal voltage Vcap becomes the target voltage V *.

  According to the hybrid vehicle 20 of the embodiment described above, the effective voltage is calculated by calculating the voltage drop Vdr corresponding to the voltage drop based on the internal resistance R of the capacitor 50 and subtracting the voltage drop Vdr calculated from the terminal voltage Vcap of the capacitor 50. By calculating Vreal and setting the input limit Win of the capacitor 50 so as to end the charging of the capacitor 50 when the effective voltage Vreal reaches the target voltage V *, between terminals after the charging of the capacitor 50 is ended. The voltage Vcap can be set as the target voltage V *. As a result, when the accelerator pedal 83 is subsequently depressed, it is possible to supply electric power that can cause the motor 36 to fully exhibit its performance. In addition, since the input limit Win of the capacitor 50 is set so that the inter-terminal voltage Vcap is maintained at the allowable voltage Vref when the inter-terminal voltage Vcap of the capacitor 50 reaches the allowable voltage Vref, the inter-terminal voltage Vcap of the capacitor 50 is allowable. It is possible to suppress the voltage Vref from being exceeded, and to prevent the capacitor 50 from being damaged by an unexpected high voltage acting on the capacitor 50. Further, since the internal resistance R of the capacitor 50 is set based on the temperature Tcap of the capacitor 50, a more appropriate internal resistance R can be set, and the effective voltage Vreal can be more accurately set to the target voltage V *. .

  In the hybrid vehicle 20 of the embodiment, when the capacitor 50 is charged by regeneratively controlling the front wheel motors 24 and 26 in order to apply a braking force to the vehicle, the processing by the charging control routine of FIG. 4 is executed. Regardless of whether or not the braking force is applied to the vehicle, the process according to the charging control routine of FIG. 4 may be executed when the motor 36 is regeneratively controlled and the capacitor 50 is charged. In this case, the drive of the motor 36 may be controlled within the set input limit Win range of the capacitor 50.

  In the hybrid vehicle 20 of the embodiment, the internal resistance R of the capacitor 50 is set using the temperature Tcap of the capacitor 50 and the internal resistance setting map. However, without using such an internal resistance setting map, The internal resistance R may be set.

  In the hybrid vehicle 20 of the embodiment, the effective voltage Vreal is smaller than the target voltage V *, but when the terminal voltage Vcap reaches the allowable voltage Vref, the terminal voltage Vcap is set by feedback control so that the terminal voltage Vcap is maintained at the allowable voltage Vref. Is set as the input limit Win of the capacitor 50, but may be set as the input limit Win so that the inter-terminal voltage Vcap is maintained at the allowable voltage Vref by feedforward control. The input limit Win may be set so that the inter-terminal voltage Vcap is maintained at the allowable voltage Vref without using feedforward control.

  In the hybrid vehicle 20 of the embodiment, only the capacitor 50 is provided as a power storage device capable of exchanging power with the front wheel motors 24 and 26 and the motor 36, but a secondary battery other than the capacitor 50 may be mounted. I do not care.

  In the embodiment, the case where the present invention is applied to the hybrid vehicle 20 for racing has been described, but the present invention may be applied to a hybrid vehicle traveling on a general public road.

  In the embodiment, the front wheel motors 24 and 26 as in-wheel motors attached to the front wheels, the motor 36 attached to the crankshaft 33 of the engine 32, and the front wheel motors 24 and 26 and the motor 36 exchange power. Although the case where the present invention is applied to the hybrid vehicle 20 including the possible capacitor 50 has been described, the configuration is limited to the vehicle as long as the configuration includes a motor capable of generating power and a capacitor capable of exchanging power with the motor. However, the present invention can be applied to any configuration (for example, a power storage device).

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. For the vehicle of the present invention, in the embodiment, the front wheel motors 24 and 26 and the motor 36 correspond to “electric motors”, the capacitor 50 corresponds to “capacitors”, and the voltage sensor 54 serves as “voltage detection means”. Correspondingly, when charging the capacitor 50 by regenerative control of the front wheel motors 24 and 26 in order to apply the braking force, a drop voltage Vdr corresponding to the voltage drop based on the internal resistance R of the capacitor 50 is calculated and the capacitor 50 The effective voltage Vreal is calculated by subtracting the drop voltage Vdr calculated from the inter-terminal voltage Vcap, and until the effective voltage Vreal reaches the target voltage V *, the inter-terminal voltage Vcap of the capacitor 50 is a voltage with the allowable voltage Vref as the upper limit. The input limit Win of the capacitor 50 is set so that the effective voltage Vreal reaches the target voltage V *. As the process for setting to Win, the main electronic control for executing the braking control routine of FIG. 2 for regeneratively controlling the front wheel motors 24 and 26 within the range of the set input limit Win and the capacitor ECU 52 for executing the charging control routine of FIG. The unit 70 corresponds to “control means”. The front wheel motors 24 and 26 correspond to “front wheel motors”, and the motor 36 corresponds to “rear wheel motors”. Further, the engine 32 corresponds to an “internal combustion engine”. For the power storage device of the present invention, in the embodiment, the front wheel motors 24 and 26 correspond to “generators”, the capacitor 50 corresponds to “capacitors”, and the voltage sensor 54 corresponds to “voltage detection means”. When charging the capacitor 50 by regeneratively controlling the front wheel motors 24 and 26 in order to apply the braking force, the drop voltage Vdr corresponding to the voltage drop based on the internal resistance R of the capacitor 50 is calculated and the terminal of the capacitor 50 The effective voltage Vreal is calculated by subtracting the drop voltage Vdr calculated from the inter-voltage Vcap, and the inter-terminal voltage Vcap of the capacitor 50 is a voltage with the allowable voltage Vref as the upper limit until the effective voltage Vreal reaches the target voltage V *. When the effective limit Vreal reaches the target voltage V *, the value 0 is set as the input limit Win. The main electronic control unit 70 for executing the braking control routine of FIG. 2 for regenerative control of the front wheel motors 24 and 26 within the range of the input limit Win and the capacitor ECU 52 for executing the charging control routine of FIG. Corresponds to “control means”.

  Here, in the vehicle of the present invention, the “electric motor” is not limited to the front wheel motors 24 and 26 configured as in-wheel motors, the motor 36 configured as a synchronous generator motor, and the like. Any type of electric motor may be used as long as it generates electric power for charging. The “capacitor” is not limited to the capacitor 50 configured as an electric double layer capacitor, and may be any type of capacitor as long as it can store electricity. The “voltage detection means” is not limited to the voltage sensor 54, and may be anything as long as it can detect the voltage Vcap between the terminals of the capacitor 50. The “control means” is not limited to a combination of the capacitor ECU 52 and the main electronic control unit 70, and may be a single electronic control unit. Further, as the “control means”, when the capacitor 50 is charged by regenerative control of the front wheel motors 24 and 26 in order to apply the braking force, the drop voltage Vdr corresponding to the voltage drop based on the internal resistance R of the capacitor 50 is set. The effective voltage Vreal is calculated by calculating and subtracting the calculated drop voltage Vdr from the inter-terminal voltage Vcap of the capacitor 50, and the inter-terminal voltage Vcap of the capacitor 50 is the allowable voltage Vref until the effective voltage Vreal reaches the target voltage V *. The input limit Win of the capacitor 50 is set so that the voltage becomes the upper limit, and when the effective voltage Vreal reaches the target voltage V *, the value 0 is set as the input limit Win, and the front wheel falls within the range of the set input limit Win. The motors 24 and 26 are not limited to regenerative control, and the internal resistance setting map is not used. The front wheel motors 24 and 26 are controlled by setting the input limit Win of the capacitor 50 so that the effective voltage Vreal obtained by the drop voltage Vdr based on the determined internal resistance R of the capacitor 50 reaches the target voltage V *. Regardless of whether or not the braking force is applied to the vehicle, the effective voltage Vreal obtained by the drop voltage Vdr based on the internal resistance R of the capacitor 50 is the target voltage V when the motor 36 is regeneratively controlled and the capacitor 50 is charged. * When charging the capacitor by driving the motor regeneratively, such as setting the input limit Win of the capacitor 50 to control the motor 36 so as to reach *, the voltage between the terminals of the capacitor and the resistance component at the time of charging the capacitor Is the effective voltage of the capacitor based on the voltage drop due to the voltage drop due to As long as the effective voltage the operation to control the electric motor to reach the target voltage while calculating the effective voltage may be any ones. In the power storage device of the present invention, the “generator” is not limited to the front wheel motors 24 and 26 configured as in-wheel motors, and any generator can be used as long as it generates electric power for charging the capacitor 50. It does not matter as a type of generator. The “capacitor”, “voltage detection means”, and “control means” are the same as those of the vehicle of the present invention. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the manufacturing industry of vehicles and power storage devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 developed for a race as one embodiment of the present invention. 4 is a flowchart showing an example of a braking control routine executed by a main electronic control unit 70. It is explanatory drawing which shows an example of the map for brake torque setting. 4 is a flowchart showing an example of a charge control routine executed by a capacitor ECU 52. It is explanatory drawing which shows an example of the map for internal resistance setting. It is explanatory drawing which shows an example of the time change of the voltage Vcap between terminals when the capacitor 50 is charged, and the effective voltage Vreal.

Explanation of symbols

  20 hybrid vehicle, 21 front wheel drive system, 24, 26 front wheel motor, 25, 27 rotational position detection sensor, 29a, 29b front wheel, 31 rear wheel drive system, 32 engine, 33 crankshaft, 34 transmission, 36 motor, 37 rotation Position detection sensor, 38 differential gear, 39a, 39b rear wheel, 40 motor electronic control unit (motor ECU), 42, 44, 46 inverter, 50 capacitor, 52 capacitor electronic control unit (capacitor ECU), 54 voltage sensor, 56 current sensor, 58 temperature sensor, 60 electronically controlled hydraulic brake unit (ECB), 61 master cylinder, 61a master cylinder pressure sensor, 62 electronic control unit for brake (brake ECU), 64 brake actuator 66a, 66b, 68a, 68b wheel cylinder, 70 main electronic control unit, 72 CPU, 74 ROM, 76 RAM, 81 up switch, 82 down switch, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 Brake pedal position sensor.

Claims (10)

A vehicle comprising: an electric motor capable of inputting and outputting driving power; and a capacitor capable of exchanging electric power with the electric motor,
Voltage detecting means for detecting a voltage between terminals of the capacitor;
When the electric motor is regeneratively driven to charge the capacitor, the effective voltage of the capacitor is determined based on the detected inter-terminal voltage and a voltage drop corresponding to a voltage drop due to a resistance component when the capacitor is charged. A control means for calculating an effective voltage that is a voltage and controlling the electric motor so that the calculated effective voltage reaches a target voltage;
A vehicle comprising:   The control means sets a resistance value of the resistance component based on the temperature of the capacitor, sets the drop voltage based on the set resistance value and a current flowing through the capacitor, and sets the set drop voltage The vehicle according to claim 1, wherein the vehicle is a means for calculating the effective voltage.   3. The vehicle according to claim 2, wherein the control means is means for setting the resistance value of the resistance component using a temperature resistance value setting map that is a relationship between the temperature of the capacitor and the resistance value of the resistance component.   The control means is means for setting the electric power at which the detected inter-terminal voltage is an allowable voltage higher than the target voltage as the allowable charging power, and controlling the electric motor within the set allowable charging power. The vehicle according to any one of claims 1 to 3.   The vehicle according to any one of claims 1 to 4, wherein only the capacitor is mounted as a device capable of exchanging electric power with the electric motor. A vehicle according to any one of claims 1 to 5,
The electric motor includes a front wheel motor capable of outputting a braking force to the front wheels and a rear wheel motor capable of outputting a driving force to the rear wheels.
The control means is means for regeneratively controlling the front wheel motor when the electric motor is regeneratively driven in accordance with braking of the vehicle to charge the capacitor.
vehicle. The vehicle according to claim 6, wherein
It has an internal combustion engine that can output driving power,
The rear wheel motor is attached to an output shaft of the internal combustion engine.
vehicle.   The vehicle according to claim 6 or 7, wherein the front wheel motor is two motors that directly output power to the left and right wheels. A power storage device comprising a generator and a capacitor charged with electric power from the generator,
Voltage detecting means for detecting a voltage between terminals of the capacitor;
When the capacitor is charged by the generator, the effective voltage of the capacitor is based on the detected inter-terminal voltage and a voltage drop that is a voltage drop due to a resistance component during charging of the capacitor. Control means for calculating an effective voltage and controlling the generator so that the calculated effective voltage reaches a target voltage;
A power storage device comprising: A method for controlling a vehicle, comprising: an electric motor capable of inputting / outputting power for traveling; and a capacitor capable of exchanging electric power with the electric motor,
When the electric motor is regeneratively driven to charge the capacitor, the effective voltage of the capacitor is based on a voltage across the capacitor and a voltage drop corresponding to a voltage drop caused by a resistance component during charging of the capacitor. And controlling the electric motor so that the calculated effective voltage reaches the target voltage.
A method for controlling a vehicle.

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