JP6156399B2 - Vehicle regeneration control method and regeneration control system - Google Patents

Description

  The present invention relates to a regeneration control method and a regeneration control system for a vehicle including an oil pump motor that functions as either an oil pump or a hydraulic motor.

  Patent Document 1 discloses a vehicle regeneration control system.

  The regenerative control system includes a pump / motor (oil pump motor), an accumulator (high pressure accumulator), an oil tank (low pressure reservoir), and the like.

  The oil pump motor is connected between a high pressure accumulator that stores oil and a low pressure reservoir in communication with each other. The oil pump motor has both functions of an oil pump and a hydraulic motor, and can be used as either one of the devices. The high pressure accumulator stores high pressure oil, and the low pressure reservoir stores low pressure oil.

  At the time of braking such as downhill traveling, the power of the drive wheels is input to the oil pump motor. Thereby, the oil pump motor is driven as an oil pump, and the oil in the low pressure reservoir is sent to the high pressure accumulator. As a result, the internal pressure of the high pressure accumulator rises, and higher pressure oil is accumulated (regeneration).

  When the vehicle starts, for example, oil from the high pressure accumulator flows out toward the low pressure reservoir. With the oil discharge pressure, the oil pump motor is driven as a hydraulic motor, and the power is output to the drive wheels (powering).

Japanese Patent Laid-Open No. 10-244858

  By the way, at the time of deceleration regeneration, the fuel consumption is deteriorated by the rotation speed of the oil pump motor. That is, the deceleration regeneration efficiency by the oil pump motor depends on the oil suction / discharge efficiency of the oil pump motor or the mechanical resistance loss of the oil pump motor. These depend on the number of rotations of the oil pump motor. For this reason, if deceleration regeneration by the oil pump motor is executed in the oil pump motor rotation speed region where the deceleration regeneration efficiency is poor, the fuel consumption deteriorates.

  Further, during deceleration regeneration, energy loss occurs due to temperature changes in the high pressure accumulator. In other words, when the vehicle speed is drastically reduced and the oil pump motor rotational speed is rapidly increased and oil is sent to the high pressure accumulator at once, the shock buffering gas in the high pressure accumulator is compressed (adiabatic). compression). Thereby, the pressure and temperature of the gas rise, and the temperature of the high-pressure accumulator rises at a stretch as the heat is transmitted. Thereafter, the temperature of the high pressure accumulator gradually decreases due to heat dissipation and returns to room temperature. As a result, the energy stored in the high-pressure accumulator is reduced by the amount of heat energy that is lost due to heat dissipation, compared to immediately after deceleration regeneration.

  This invention is made | formed in view of this point, The place made into the subject is to reduce the energy loss of an oil pump motor and a high voltage | pressure accumulator at the time of deceleration regeneration, and to improve a fuel consumption.

  In order to solve the above-mentioned problem, the present invention is, when decelerating and regenerating, when in the oil pump motor rotation speed region where the oil pump motor has a poor decelerating regeneration efficiency or when in the temperature region of the high pressure accumulator where energy loss occurs. In addition, both the oil pump motor side clutch and the prime mover side clutch are connected, and the deceleration regeneration is shared between the oil pump motor side and the prime mover side.

  Specifically, the present invention is directed to a regeneration control method for a vehicle including an oil pump motor that functions as either an oil pump or a hydraulic motor, and has taken the following solution.

That is, according to a first aspect of the present invention, the vehicle further includes a prime mover and a high-pressure accumulator that is connected to the oil pump motor and stores oil and gas under pressure. The oil pump motor and the prime mover include a clutch The first condition that the oil pump motor is in a rotational speed region where the oil pump motor has a low speed and regeneration efficiency during the deceleration regeneration, or is in the temperature region of the high pressure accumulator where energy loss occurs. A determination step for determining whether or not the second condition is satisfied, and when the determination step determines that the first condition or the second condition is satisfied, the clutch on the oil pump motor side and the prime mover side connecting both clutches, seen including a sharing step of sharing the deceleration regeneration to the oil pump motor side and the motor side, the Article 1 Is a condition that the oil pump motor speed is greater than a predetermined rotational speed, the second condition is estimated temperature of the gas in the high pressure accumulator during deceleration regeneration completion is the condition that is higher than a predetermined temperature It is characterized by this.

  According to this, in the determination step, at the time of the deceleration regeneration, the first condition that the oil pump motor is in the oil pump motor rotation speed region where the speed reduction regeneration efficiency by the oil pump motor is low, or the temperature range of the high pressure accumulator where energy loss occurs is the first condition. In the sharing process, when it is determined that the first condition or the second condition is satisfied in the determination process, both the clutch on the oil pump motor side and the clutch on the prime mover side are connected, Deceleration regeneration is shared between the oil pump motor side and the prime mover side.

  In this way, when the speed reduction regeneration by the oil pump motor is in the oil pump motor rotation speed region where the speed reduction regeneration efficiency is poor, if the speed reduction regeneration is shared between the oil pump motor side and the prime mover side, the burden of the speed reduction regeneration of the oil pump motor is reduced. The oil pump motor shifts outside the oil pump motor rotation speed region where the deceleration regeneration efficiency is poor (the oil pump motor rotation speed decreases). Therefore, the energy collected by the oil pump motor can be improved during deceleration regeneration.

  Also, if the decelerating regeneration is shared between the oil pump motor side and the prime mover side in the temperature range of the high pressure accumulator where energy loss occurs, the burden of decelerating regeneration of the oil pump motor is reduced and energy loss occurs. It shifts outside the temperature range of the high pressure accumulator (the temperature of the high pressure accumulator decreases). Therefore, the energy loss of the high pressure accumulator can be reduced during deceleration regeneration.

  As described above, at the time of deceleration regeneration, the energy loss of the oil pump motor and the high pressure accumulator can be reduced to improve the fuel efficiency.

Further, since the first condition is that the oil pump motor rotational speed is larger than the predetermined rotational speed, when the oil pump motor rotational speed is larger than the predetermined rotational speed, the deceleration regeneration is performed on the oil pump motor side and the prime mover side. If it shares, the burden of the deceleration regeneration of an oil pump motor will reduce, and it will transfer out of the oil pump motor high rotation area | region where the mechanical resistance loss of an oil pump motor is large. Therefore, it is possible to reliably improve the recovery energy of the oil pump motor during deceleration regeneration.

Further, since the second condition is a condition that the estimated temperature of the gas in the high pressure accumulator at the end of the deceleration regeneration is higher than the predetermined temperature, the estimated temperature of the gas in the high pressure accumulator at the end of the deceleration regeneration is higher than the predetermined temperature. However, when the deceleration regeneration is shared between the oil pump motor side and the prime mover side, the burden of the deceleration regeneration of the oil pump motor is reduced, and the high pressure accumulator where the loss of heat energy is large is shifted to the outside. Therefore, the energy loss of the high pressure accumulator can be reliably reduced during the deceleration regeneration.

  Another invention is directed to a vehicle regenerative control system, and has taken the following solution.

That is, the second invention is an oil pump motor that is connected to a drive wheel via a clutch and functions as either an oil pump or a hydraulic motor, and is connected to the oil pump motor, and supplies oil and gas under pressure. A high pressure accumulator for storing, a prime mover coupled to the drive wheel via a clutch, and a control device for controlling the drive of the oil pump motor and the prime mover and the clutch; It is determined whether or not a first condition that the oil pump motor is in an oil pump motor rotation speed region where the deceleration regeneration efficiency is poor or a second condition that the energy pump is in a temperature region of the high-pressure accumulator that generates energy loss is determined. When it is determined by the determination control and the determination control that the first condition or the second condition is satisfied, the oil Connecting both Npumota side of the clutch and the engine side of the clutch is configured to perform a sharing control to share the deceleration regeneration to the oil pump motor side and the motor side, the first condition, an oil pump motor The second condition is a condition that the estimated temperature of the gas in the high pressure accumulator at the end of the deceleration regeneration is higher than a predetermined temperature. Is.

According to this, the same effect as the first invention can be obtained .

According to a third aspect , in the second aspect , the prime mover is an engine, and further includes a generator connected to the engine and a battery connected to the generator. Is.

  According to this, in a vehicle regeneration control system equipped with an engine, fuel efficiency can be improved or energy loss of the high-pressure accumulator can be reduced during deceleration regeneration.

According to a fourth invention, in the second or third invention, the prime mover is a motor generator, and further includes a battery connected to the motor generator.

  According to this, in a vehicle regeneration control system including a motor generator, fuel efficiency can be improved or energy loss of the high pressure accumulator can be reduced during deceleration regeneration.

According to a fifth invention, in the third or fourth invention, when the control device determines that the first condition is satisfied by the determination control in the sharing control, the regeneration amount of the oil pump motor Is a subtraction value obtained by subtracting the required power of the vehicle and the chargeable amount of the battery from the deceleration regeneration possible amount, it is determined whether the oil pump motor rotational speed is larger than the predetermined rotational speed, It is configured to increase the required power of the vehicle when it is determined that the oil pump motor rotational speed when the regeneration amount of the pump motor is the subtraction value is larger than the predetermined rotational speed. It is what.

  According to this, when the control device determines that the first condition that the oil pump motor rotation speed is larger than the predetermined rotation speed is determined by the determination control in the sharing control, the regeneration amount of the oil pump motor is reduced. It is determined whether or not the oil pump motor rotational speed is a subtraction value obtained by subtracting the required power of the vehicle and the chargeable amount of the battery from the regenerative amount, and the regenerative amount of the oil pump motor is When it is determined that the oil pump motor rotation speed at the time of the subtraction value is larger than the predetermined rotation speed, the required power of the vehicle is increased, so that overcharging of the battery is suppressed. Therefore, the life of the battery can be extended.

According to a sixth invention, in the third or fourth invention, when the control device determines that the second condition is satisfied by the determination control in the sharing control, the required power of the vehicle is It is determined whether or not the subtraction value obtained by subtracting the regenerative amount of the oil pump motor and the rechargeable amount of the battery from the deceleration regenerative amount, and it is determined that the required power of the vehicle is less than the subtracted value. It is configured to increase the required power of the vehicle at the time.

  According to this, when it is determined by the sharing control that the control device satisfies the second condition that the estimated temperature of the gas in the high pressure accumulator at the end of the deceleration regeneration is higher than the predetermined temperature by the determination control, the vehicle It is determined whether or not the required power of the vehicle is equal to or greater than a subtraction value obtained by subtracting the regenerative amount of the oil pump motor and the rechargeable amount of the battery from the deceleration regenerative amount, and the required power of the vehicle is less than the subtracted value When it is determined, the required power of the vehicle is increased, so that overcharging of the battery is suppressed. Therefore, the life of the battery can be extended.

A seventh invention is characterized in that, in the fifth or sixth invention, the control device is configured to set the chargeable amount of the battery to 0 in the cold control when cold. To do.

  According to this, since the control device sets the chargeable amount of the battery to 0 in the cold control in which the battery cannot be charged in the sharing control, the battery is not charged in the cold time. Therefore, the life of the battery can be extended.

An eighth invention is the the third aspect or the third fifth to seventh quoting invention of any one of the invention, the control device, wherein in the sharing control suppresses the pumping loss of the engine It is comprised so that it may be comprised.

  According to this, since the control device suppresses the pumping loss of the engine in the sharing control, the energy loss of the engine is reduced.

A ninth aspect of the third invention or the third invention of any one of the invention of the fifth to eighth to cite, said controller, when said oil pump motor functions as a hydraulic motor, wherein It is configured to connect both the clutch on the oil pump motor side and the clutch on the engine side.

  By the way, when the oil pump motor functions as a hydraulic motor (during power running), the engine stops. Along with that, the generator connected to the engine also stops. Thereby, at the time of powering by the oil pump motor, power generation by the generator connected to the engine cannot be executed.

According to the eleventh aspect of the invention, when the oil pump motor functions as a hydraulic motor, the control device connects both the oil pump motor side clutch and the engine side clutch. Is driven by the power of the oil pump motor . Therefore, even during powering by the oil pump motor, the generator connected to the engine can be driven by the power of the oil pump motor .

  ADVANTAGE OF THE INVENTION According to this invention, at the time of deceleration regeneration, the energy loss of an oil pump motor or a high pressure accumulator can be reduced, and a fuel consumption can be improved.

It is the schematic which shows the regeneration control system of the vehicle which concerns on Embodiment 1 of this invention. It is the schematic which shows an example of a connection mechanism. It is the schematic explaining the regeneration control of a vehicle, (a) has shown the state at the time of the deceleration regeneration by an oil pump motor, (b) has each shown the state at the time of the power running by an oil pump motor. It is a block diagram which shows the regeneration control system of a vehicle. It is a graph which shows an example of a change of deceleration regeneration efficiency. It is a graph which shows an example of the temperature change in the high voltage | pressure accumulator at the time of deceleration regeneration. It is the schematic explaining the regeneration control of a vehicle, and has shown the state which distributes deceleration regeneration to the engine side and the oil pump motor side. It is a flowchart which shows an example of control of the regeneration control system of a vehicle. FIG. 5 is a schematic diagram illustrating a vehicle regeneration control system according to a second embodiment. It is the schematic explaining the regeneration control of a vehicle, and has shown the state which distributes deceleration regeneration to the motor generator side and the oil pump motor side. It is a block diagram which shows the regeneration control system of a vehicle. It is a flowchart which shows an example of control of the regeneration control system of a vehicle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of the preferred embodiments is merely exemplary in nature and is not intended to limit the invention, its application, or its use.

(Embodiment 1)
FIG. 1 shows an example of an automobile C (hereinafter referred to as a vehicle C) using the disclosed regenerative control system ERS.

  The regenerative control system ERS includes an engine 1 (motor), a first clutch 2 (a clutch on the engine 1 side), a transmission 3, a differential gear 4, a drive wheel 5, a coupling mechanism 11, and a second clutch 12 (on the oil pump motor 13 side). Clutch), an oil pump motor 13 (PM in FIG. 1 and the like), a high pressure accumulator 14, a low pressure reservoir 15, a control device 31 (shown only in FIG. 4), and the like.

  The engine 1 is, for example, a cylinder deactivation engine. An output shaft (crankshaft) of the engine 1 is connected to drive wheels 5 via a first clutch 2, a transmission 3, and a differential gear 4. FIG. 1 shows a state where the vehicle is running with the engine 1 as a power source, and the drive wheels 5 are rotationally driven by the engine 1.

  The output shaft of the engine 1 is connected to an alternator 7 (generator) via a belt 6 and to an air conditioning compressor 8 via a belt 6 and a clutch (not shown). The clutch on the air conditioning compressor 8 side is connected during cooling. When the engine 1 is operating, the alternator 7 and the air conditioning compressor 8 are driven by the engine 1.

  The alternator 7 is connected to a deceleration regeneration battery 9. The deceleration regeneration battery 9 is, for example, a lithium ion battery that can be repeatedly charged and discharged. When the alternator 7 is driven by the power of the drive wheels 5 (during deceleration regeneration), the deceleration regeneration battery 9 is charged by the alternator 7.

  The alternator 7 is connected to an ACC (accessory power supply) and the battery 10 via a DC-DC converter (not shown). The battery 10 is, for example, a lead storage battery.

  When the engine 1 is stopped, the deceleration regeneration battery 9 and the battery 10 supply power to the ACC. When the alternator 7 is driven by the engine 1 (powering), the ACC is operated by the alternator 7 and the battery 10 is charged by the alternator 7. When the alternator 7 is driven by the power of the drive wheels 5 (during deceleration regeneration), the ACC is operated by the alternator 7, and the surplus power is charged in the deceleration regeneration battery 9, but the battery 10 is not charged.

  The oil pump motor 13 is a device that functions as one of an oil pump and a hydraulic motor, and is connected to the high pressure accumulator 14 and the low pressure reservoir 15. The rotation shaft of the oil pump motor 13 is connected to the output shaft to the drive wheels 5 via the second clutch 12 and the connection mechanism 11. In FIG. 1, the second clutch 12 is in a disengaged state.

  FIG. 2 shows an example of the coupling mechanism 11.

  The output shaft of the engine 1 is connected to the transmission gear 16 via the first clutch 2. The rotation shaft of the oil pump motor 13 is connected to the transmission gear 18 via the transmission gear 17 and the second clutch 12 on the oil pump motor 13 side. The transmission gears 16 and 18 mesh with the transmission gear 20 on the dual clutch transmission 19 side. The dual clutch transmission 19 includes a transmission 3, a clutch 21, and the like. The transmission gear 20 is connected to the transmission 3 via a clutch 21. The coupling mechanism 11 includes transmission gears 16, 18, 20 and a clutch 21.

  The high-pressure accumulator 14 is a small pressure-resistant container in which, for example, 200 to 400 atm level oil and air (gas) are stored in a separated state. The low-pressure reservoir 15 is a large pressure vessel, and for example, 1 to 30 atm level oil and air are stored in a separated state.

  The air is for buffering the impact generated by the rapid movement of oil, and may be other gas such as nitrogen gas as long as it is a gas.

  As shown in FIG. 3A, when the oil pump motor 13 functions as an oil pump (during deceleration regeneration), the second clutch 12 is connected, so that the power of the drive wheels 5 is supplied to the oil pump motor 13. Is input. Thereby, the oil in the low pressure reservoir 15 is sent to the high pressure accumulator 14. As a result, the internal pressure of the high-pressure accumulator 14 increases, and higher-pressure oil is accumulated (deceleration regeneration).

  As shown in FIG. 3B, when the oil pump motor 13 functions as a hydraulic motor (powering), the oil in the high pressure accumulator 14 is transferred to the low pressure reservoir 15 with the second clutch 12 engaged. It is drained towards. The oil pump motor 13 is driven as a hydraulic motor by the oil discharge pressure, and the power is output to the drive wheels 5 (powering).

  As shown in FIG. 4, the control device 31 includes hardware such as a CPU and memory, and software such as a control program, and has a function of comprehensively controlling deceleration regeneration and power running of the vehicle C. doing. For example, drive control of the engine 1 and the oil pump motor 13 and control of the first clutch 2 and the second clutch 12 are also performed by the control device 31.

  Various sensors are installed to control the regenerative control system ERS.

  The vehicle C includes a vehicle speed sensor 41 that measures the vehicle speed, an accelerator opening sensor 42 that measures the accelerator opening, a required power sensor 43 that measures the required power of the vehicle C, and an in-vehicle temperature sensor that measures the temperature inside the vehicle. 44 are installed. The battery 9 for deceleration regeneration is provided with a battery current sensor 45 for measuring the current of the battery 9 for deceleration regeneration and a battery voltage sensor 46 for measuring the voltage of the battery 9 for deceleration regeneration. The oil pump motor 13 is provided with a rotation speed sensor 47 for measuring the rotation speed. The high pressure accumulator 14 is provided with a gas temperature sensor 48 that measures the temperature of air in the high pressure accumulator 14.

  During operation of the vehicle C, the measurement values of these sensors 41 to 48 are output to the control device 31, and the control device 31 controls the regenerative control system ERS based on these measurement values.

  The control device 31 calculates the SOC (charged state) of the battery 9 for deceleration regeneration based on the measured values of the battery current sensor 45 and the battery voltage sensor 46.

  Here, the deceleration regeneration is preferably borne only by the oil pump motor 13 in order to protect the deceleration regeneration battery 9.

  By the way, at the time of deceleration regeneration, the fuel consumption is deteriorated by the rotation speed of the oil pump motor.

  FIG. 5 shows an example of a change in deceleration regeneration efficiency.

  The deceleration regeneration efficiency by the oil pump motor 13 depends on the oil suction / discharge efficiency of the oil pump motor 13 or the mechanical resistance loss of the oil pump motor 13. These depend on the number of rotations of the oil pump motor. For this reason, if deceleration regeneration by the oil pump motor 13 is executed in the oil pump motor rotation speed region where the deceleration regeneration efficiency is poor, the fuel efficiency deteriorates.

  Further, at the time of deceleration regeneration, energy loss occurs due to a temperature change in the high pressure accumulator 14.

  In FIG. 6, an example of the temperature change in the high voltage | pressure accumulator 14 at the time of deceleration regeneration is shown. The broken line represents the change in vehicle speed, and the solid line represents the temperature change in the high pressure accumulator. In FIG. 6, since the gear ratio of the transmission 3 is constant, the broken line represents a change in the number of rotations of the oil pump motor.

  When the speed of the oil pump motor 13 that functions as an oil pump rapidly increases and the oil is sent to the high pressure accumulator 14 at once, the air in the high pressure accumulator 14 is compressed accordingly. (Adiabatic compression). Thereby, the pressure and temperature of air rise and the temperature of the high-pressure accumulator 14 rises at a stretch by transferring the heat. Thereafter, the temperature of the high-pressure accumulator 14 gradually decreases due to heat dissipation and returns to room temperature. As a result, the energy stored in the high-pressure accumulator 14 is reduced by the amount of heat energy that is lost by heat dissipation compared to immediately after deceleration regeneration. For example, when the vehicle speed is suddenly reduced by 60 km / h, the high pressure accumulator 14 rises to near 80 ° C. and then returns to room temperature while losing heat energy.

  Therefore, in the regenerative control system ERS, the control device 31 causes the oil pump motor 13 to be in a temperature range where the oil pump motor 13 is in a low speed regenerative efficiency or in a temperature range of the high pressure accumulator 14 where energy loss occurs during deceleration regeneration. In some cases, deceleration regeneration (regenerative energy) is shared between the engine 1 side and the oil pump motor 13 side so as to be outside the region.

  Specifically, the control device 31 sets the condition that the oil pump motor rotational speed is larger than a predetermined rotational speed at the start of deceleration regeneration (at the start of deceleration) (the oil pump motor rotational speed having a low deceleration regeneration efficiency by the oil pump motor 13). 1st condition of being in the region) or a condition that the estimated temperature of the air in the high pressure accumulator 14 is higher than a predetermined temperature at the end of deceleration regeneration (at the end of deceleration) (temperature region of the high pressure accumulator 14 in which energy loss occurs) The determination control for determining whether or not the second condition is satisfied (determination step) is performed.

  The predetermined rotation speed is set in advance to, for example, a rotation speed with the best deceleration regeneration efficiency by the oil pump motor 13. Further, for example, when the estimated temperature of the air in the high pressure accumulator 14 at the end of deceleration regeneration is equal to or lower than the predetermined temperature, the energy loss generated by the temperature change of the high pressure accumulator 14 during deceleration regeneration is reduced. Such a temperature is preset.

  And one of those conditions by the judgment control (a condition that the oil pump motor rotational speed is larger than the predetermined rotational speed or a condition that the estimated temperature of the air in the high pressure accumulator 14 at the end of the deceleration regeneration is higher than the predetermined temperature). When it is determined that the condition is satisfied, the control device 31 connects both the first clutch 2 and the second clutch 12 as shown in FIG. 7 and shares the deceleration regeneration to the engine 1 side and the oil pump motor 13 side. Sharing control is executed (sharing process).

  FIG. 8 shows an example of the control.

  First, the measured value (accelerator opening) of the accelerator opening sensor 33 is input to the control device 31 (step SA1). And the control apparatus 31 determines whether deceleration regeneration started based on the measured value (accelerator opening) of the accelerator opening sensor 33 (step SA2).

  When it is determined that the deceleration regeneration has started (YES in step SA2), the control device 31 advances the control to step SA3, and when it is determined that it has not started (NO in step SA2), the control device 31. Returns control to step SA1.

  In step SA3, the measured value (oil pump motor rotational speed R1) of the rotational speed sensor 47 is input to the control device 31. And the control apparatus 31 performs the determination control which determines whether the measured value (oil pump motor rotation speed R1) of the rotation speed sensor 47 is larger than predetermined rotation speed (step SA4).

  When it is determined that the measured value (oil pump motor rotational speed R1) of the rotational speed sensor 47 is larger than the predetermined rotational speed (YES in step SA4), the control device 31 advances the control to step SA5 and proceeds to the predetermined rotational speed. When it determines with it being below (NO in step SA4), the control apparatus 31 advances control to step SA9.

  In step SA5, the control device 31 determines the oil pump based on the oil pump motor rotation speed at the start of deceleration regeneration and the estimated oil pump motor rotation speed at the end of deceleration regeneration (or from the vehicle speed and gear ratio at the start of deceleration regeneration). Based on the estimated oil pump motor rotational speed obtained from the motor rotational speed and the estimated vehicle speed and gear ratio at the end of the deceleration regeneration), a decelerable regeneration amount RE is calculated. Moreover, the measured value (vehicle required power VE) of the required power sensor 43 is input to the control device 31 (step SA5). Further, the measured values of the battery current sensor 45 and the battery voltage sensor 46 (SOC and SOH of the deceleration regeneration battery 9) are input to the control device 31 (step SA5). Then, control device 31 calculates chargeable amount EB of deceleration regeneration battery 9 based on the measured values of battery current sensor 45 and battery voltage sensor 46 (SOC and SOH of deceleration regeneration battery 9) (step SA5). ). When cold, the chargeable amount EB of the deceleration regeneration battery 9 is set to zero.

  Then, the control device 31 subtracts the regenerative amount of the oil pump motor 13 by subtracting the measured value (vehicle required power VE) of the required power sensor 43 and the chargeable amount EB of the deceleration regenerative battery 9 from the decelerable regenerative amount RE. When the value is the value, the oil pump motor rotational speed R2 is calculated (step SA6). Thereafter, the control device 31 determines whether or not the oil pump motor rotational speed R2 is larger than the predetermined rotational speed when the regeneration amount of the oil pump motor 13 is the subtracted value (step SA7).

  When it is determined that the oil pump motor rotational speed R2 is greater than the predetermined rotational speed (YES in step SA7), the control device 31 advances the control to step SA8, and when it is determined that the rotational speed is equal to or lower than the predetermined rotational speed. (NO in step SA7), control device 31 advances control to step SA13.

  In step SA8, the control device 31 connects both the first clutch 2 and the second clutch 12, and executes sharing control for sharing the deceleration regeneration to the engine 1 side and the oil pump motor 13 side. Specifically, the regenerative amount of the oil pump motor 13 is reduced by subtracting the vehicle required power VE and the rechargeable amount EB of the deceleration regenerative battery 9 from the decelerable regenerative amount RE, and the charge amount of the deceleration regenerative battery 9 is decelerated. The chargeable amount EB of the regenerative battery 9 and the regenerative power generation amount of the alternator 7 are added values obtained by adding the vehicle required power VE and the chargeable amount EB of the deceleration regenerative battery 9.

  Further, the control device 31 increases the required power of the vehicle C from the current value (step SA8). For example, at the time of air conditioning, the air blowing intensity of air conditioning is increased. Further, during heating, a seat heater (not shown) is operated. Further, the control device 31 drives the air conditioning compressor 8 by the power of the drive wheels 5 by connecting the clutch on the air conditioning compressor 8 side during cooling (step SA8). Further, the control device 31 suppresses the pumping loss of the engine 1 (step SA8). For example, the intake / exhaust valve of a predetermined cylinder of the engine 1 is closed to stop the fuel injection, or the EGR amount is increased. And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

  In step SA13, as in step SA8, the control device 31 connects both the first clutch 2 and the second clutch 12, and executes sharing control for sharing the deceleration regeneration to the engine 1 side and the oil pump motor 13 side. Specifically, the regeneration amount of the oil pump motor 13, the charge amount of the deceleration regeneration battery 9, and the regeneration power generation amount of the alternator 7 are the same as in step SA8. Further, the control device 31 suppresses the pumping loss of the engine 1 (step SA13). And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

  In step SA9, the control device 31 determines the oil pump based on the oil pump motor rotation speed at the start of deceleration regeneration and the estimated oil pump motor rotation speed at the end of deceleration regeneration (or from the vehicle speed and gear ratio at the start of deceleration regeneration). The temperature of the air in the high pressure accumulator 14 at the end of deceleration regeneration is estimated based on the estimated number of rotations of the motor and the estimated vehicle speed and gear ratio at the end of deceleration regeneration. And the control apparatus 31 performs the determination control which determines whether the estimated temperature of the air in the high pressure accumulator 14 at the time of completion | finish of deceleration regeneration is higher than predetermined temperature (step SA10).

  If it is determined that the estimated temperature is higher than the predetermined temperature (YES in step SA10), control device 31 advances control to step SA11, and if it is determined that the estimated temperature is equal to or lower than the predetermined temperature (NO in step SA10). ), The control device 31 advances the control to Step SA15.

  In step SA11, the control device 31 determines the oil pump obtained from the oil pump motor rotation speed at the start of deceleration regeneration and the estimated oil pump motor rotation speed at the end of deceleration regeneration (or from the vehicle speed and gear ratio at the start of deceleration regeneration). Based on the estimated oil pump motor rotational speed obtained from the motor rotational speed and the estimated vehicle speed and gear ratio at the end of the deceleration regeneration), a decelerable regeneration amount RE is calculated. Moreover, the measured value (vehicle required power VE) of the required power sensor 43 is input to the control device 31 (step SA11). Further, the measurement values of the battery current sensor 45 and the battery voltage sensor 46 (SOC and SOH of the deceleration regeneration battery 9) are input to the control device 31 (step SA11). Then, the control device 31 calculates the chargeable amount EB of the deceleration regeneration battery 9 based on the measured values of the battery current sensor 45 and the battery voltage sensor 46 (SOC and SOH of the deceleration regeneration battery 9) (step SA11). ). When cold, the chargeable amount EB of the deceleration regeneration battery 9 is set to 0, as in step SA8. Further, the control device 31 estimates the regenerative amount EH of the oil pump motor 13 based on the estimated temperature of the air in the high pressure accumulator 14 at the time of completion of the deceleration regeneration (step SA11).

  Then, the control device 31 uses the measured value (vehicle required power VE) of the required power sensor 43 to calculate the chargeable amount EB of the deceleration regeneration battery 9 and the estimated regeneration possible amount EH of the oil pump motor 13 from the deceleration regeneration possible amount RE. It is determined whether or not the value is equal to or greater than the subtracted value (step SA12).

  When it is determined that the measured value (vehicle required power VE) of required power sensor 43 is equal to or greater than the subtraction value (YES in step SA12), control device 31 advances control to step SA13 and is less than the subtraction value. If it is determined that there is (NO at step SA12), control device 31 advances control to step SA14.

  In step SA14, as in step SA8, the control device 31 connects both the first clutch 2 and the second clutch 12, and executes sharing control for sharing the deceleration regeneration to the engine 1 side and the oil pump motor 13 side. Specifically, the regenerative amount of the oil pump motor 13 is the estimated regenerative amount EH of the oil pump motor 13, the charge amount of the deceleration regenerative battery 9 is the rechargeable amount EB of the decelerating regenerative battery 9, and the regenerative power generation of the alternator 7 The amount is an added value obtained by adding the vehicle required power VE and the chargeable amount EB of the deceleration regeneration battery 9.

  Further, as in step SA8, the control device 31 increases the required power of the vehicle C from the current value, drives the air conditioning compressor 8 with the power of the drive wheels 5 during cooling, and further pumps the engine 1 with a pumping loss. Is suppressed (step SA14). And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

  In step SA15, deceleration regeneration by only the oil pump motor 13 is executed. And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

-Effect-
As described above, according to the present embodiment, in the determination control, the control device 31 is in a high pressure at which a condition or energy loss occurs in the oil pump motor rotation speed region where the oil pump motor 13 has a low deceleration regeneration efficiency during deceleration regeneration. It is determined whether or not the condition of being in the temperature range of the pressure accumulator 14 is satisfied, and in the sharing control, when it is determined by the determination control that one of those conditions is satisfied, the first clutch 2 and the second clutch 12 Both are connected, and the deceleration regeneration is shared between the engine 1 side and the oil pump motor 13 side.

  As described above, when the deceleration regeneration is shared between the engine 1 side and the oil pump motor 13 side when the oil pump motor 13 is in the oil pump motor rotation speed region where the deceleration regeneration efficiency is poor, the deceleration regeneration of the oil pump motor 13 is reduced. The burden is reduced and the oil pump motor 13 shifts outside the oil pump motor rotation speed region where the deceleration regeneration efficiency is poor (the oil pump motor rotation speed is reduced). Therefore, the recovery energy of the oil pump motor 13 can be improved during deceleration regeneration.

  Further, when the deceleration regeneration is shared between the engine 1 side and the oil pump motor 13 side in the temperature range of the high pressure accumulator 14 where energy loss occurs, the burden of the deceleration regeneration of the oil pump motor 13 is reduced and energy is reduced. It shifts outside the temperature range of the high pressure accumulator 14 where the loss occurs (the temperature of the high pressure accumulator 14 decreases). Therefore, the energy loss of the high pressure accumulator 14 can be reduced during deceleration regeneration.

  From the above, at the time of deceleration regeneration, the energy loss of the oil pump motor 13 and the high-pressure accumulator 14 can be reduced to improve fuel efficiency.

  In addition, the first condition that the oil pump motor 13 is in the oil pump motor rotational speed region where the deceleration regeneration efficiency is poor is the condition that the oil pump motor rotational speed is greater than the predetermined rotational speed. If the deceleration regeneration is shared between the engine 1 side and the oil pump motor 13 side when the rotational speed is higher than the predetermined number of revolutions, the burden of the deceleration regeneration of the oil pump motor 13 is reduced, and the oil with a large mechanical resistance loss of the oil pump motor 13 is obtained. The pump moves outside the high rotation area. Therefore, it is possible to reliably improve the recovery energy of the oil pump motor 13 during deceleration regeneration.

  In addition, the second condition that the energy loss occurs in the temperature region of the high pressure accumulator 14 is a condition that the estimated temperature of the air in the high pressure accumulator 14 at the end of the deceleration regeneration is higher than a predetermined temperature. When the estimated temperature of the air in the high pressure accumulator 14 at the end of regeneration is higher than a predetermined temperature, if the deceleration regeneration is shared between the engine 1 side and the oil pump motor 13 side, the burden of the deceleration regeneration of the oil pump motor 13 is increased. It mitigates and shifts outside the high temperature region of the high pressure accumulator 14 where the loss of thermal energy is large. Therefore, the energy loss of the high pressure accumulator 14 can be reliably reduced during deceleration regeneration.

  Moreover, according to this embodiment, in the regeneration control system ERS provided with the engine 1, it is possible to improve fuel efficiency or reduce energy loss of the high-pressure accumulator 14 during deceleration regeneration.

  Further, when the control device 31 determines that the condition that the oil pump motor rotation speed is larger than the predetermined rotation speed is satisfied by the determination control in the sharing control, the regenerative amount of the oil pump motor 13 is the deceleration regenerative possible amount. It is determined whether or not the oil pump motor rotational speed when the subtracted value obtained by subtracting the required power VE of the vehicle C and the chargeable amount EB of the deceleration regenerative battery 9 from RE is greater than a predetermined rotational speed. When it is determined that the oil pump motor rotational speed when the regenerative amount of 13 is the subtraction value is larger than the predetermined rotational speed, the required power of the vehicle C is increased, so that the deceleration regenerative battery 9 is overcharged. It is suppressed. Therefore, the life of the deceleration regeneration battery 9 can be extended.

  Further, when the control device 31 determines that the estimated temperature of the air in the high pressure accumulator 14 at the end of the deceleration regeneration is higher than the predetermined temperature by the determination control in the sharing control, the request of the vehicle C It is determined whether or not the electric power VE is equal to or larger than a subtraction value obtained by subtracting the chargeable amount EB of the deceleration regenerative battery 9 and the regenerative amount EH of the oil pump motor 13 from the deceleration regenerative amount RE, and the required power of the vehicle C When it is determined that VE is less than the subtraction value, the required power of the vehicle C is increased, so that overcharge of the deceleration regeneration battery 9 is suppressed. Therefore, the life of the deceleration regeneration battery 9 can be extended.

  Further, in the sharing control, the control device 31 sets the chargeable amount EB of the deceleration regeneration battery 9 to 0, particularly when the deceleration regeneration battery 9 cannot be charged. The battery 9 is not charged. Therefore, the life of the deceleration regeneration battery 9 can be extended.

  Further, since the control device 31 suppresses the pumping loss of the engine 1 in the sharing control, the energy loss of the engine 1 is reduced.

  In the present embodiment, the alternator 7 and the air conditioning compressor 8 are provided as devices driven by the engine 1, but the present invention is not limited thereto, and for example, a compressed air pump (not shown) may be further provided. The compressed air pump supplements the compressed air to the low pressure reservoir 15 when executing at least one of generation of cold, generation of heat, generation of electric power and generation of negative pressure by the compressed air taken out from the low pressure reservoir 15. And a device for sending compressed air to the low-pressure reservoir 15.

(Embodiment 2)
The present embodiment is different from the first embodiment in that both the first clutch 2 and the second clutch 12 are connected when the oil pump motor 13 functions as a hydraulic motor. It is the same composition as. Therefore, in the following description, a duplicate description of the same components as those of the first embodiment may be omitted.

  By the way, when the oil pump motor 13 functions as a hydraulic motor (powering), the engine 1 is stopped. Accordingly, the alternator 7 and the air conditioning compressor 8 are also stopped. Thereby, at the time of the power running by the oil pump motor 13, the power generation by the alternator 7 cannot be performed, and the cooling (air conditioning) cannot be performed. As a result, the ACC is operated by the battery 10 (the required power of the vehicle C is borne by the battery 10), and the life of the battery 10 is shortened.

Therefore, in the regenerative control system ERS, when the oil pump motor 13 functions as a hydraulic motor by the control device 31, both the first clutch 2 and the second clutch 12 are connected, and the engine 1, the alternator 7 and the air conditioning compressor 8 are connected. Driven by the power of the oil pump motor 13 .

More specifically, the control device 31 drives the air conditioning compressor 8 by the power of the oil pump motor 13 by connecting a clutch on the air conditioning compressor 8 side during cooling. Further, the control device 31 suppresses the pumping loss of the engine 1. For example, the cylinder is deactivated as described above. Further, the control device 31 performs drive control of the oil pump motor 13 so that the oil pump motor 13 bears all of the drive request of the oil pump motor 13, the required power of the vehicle C, and the drive request of the air conditioning compressor 8. . Further, the control device 31 disengages the first clutch 2 in order to prioritize the drive request for the oil pump motor 13 during rapid acceleration. Thereby, the alternator 7 and the air conditioning compressor 8 are stopped.

-Effect-
As described above, according to the present embodiment, the same effects as those of the first embodiment can be obtained.

Further, since the control device 31 connects both the first clutch 2 and the second clutch 12 when the oil pump motor 13 functions as a hydraulic motor, the alternator 7 and the air conditioning compressor 8 connected to the engine 1 are used as the oil pump. It is driven by the power of the motor 13 . Therefore, the alternator 7 and the air conditioning compressor 8 can be driven by the power of the oil pump motor 13 even during powering by the oil pump motor 13 . Further, when the oil pump motor 13 functions as a hydraulic motor, the alternator 7 is driven by the power of the oil pump motor 13 , so that the ACC is operated by the alternator 7. Therefore, the life of the battery 10 can be extended.

(Embodiment 3)
The present embodiment is different from the first embodiment in that a motor generator 101 (motor generator) is provided instead of the engine 1, but the other configurations are the same as those in the first embodiment. Therefore, in the following description, a duplicate description of the same components as those of the first embodiment may be omitted.

  As shown in FIG. 9, the motor generator 101 is a device that functions as either a motor or a generator. The output shaft of the motor generator 101 is connected to the drive wheels 5 via the first clutch 2 and the differential gear 4. That is, this embodiment does not include the transmission 3. FIG. 9 shows a state where the motor generator 101 is running as a power source, and the drive wheels 5 are rotationally driven by the motor generator 101.

  The motor generator 101 is connected to a driving battery 102 via an inverter (not shown). The drive of the motor generator 101 is controlled by an inverter. The driving battery 102 is, for example, a lithium ion battery.

  The motor generator 101 and the driving battery 102 are connected to the ACC and the battery 10 via a DC-DC converter (not shown). The battery 10 is, for example, a lead storage battery.

  When the motor generator 101 is stopped, the battery 10 and the driving battery 102 supply power to the ACC. When the motor generator 101 functions as a motor (powering), the driving battery 102 supplies power to the motor generator 101. When the motor generator 101 functions as a generator (during deceleration regeneration), the ACC is operated by the motor generator 101, the driving battery 102 is charged by the motor generator 101, and the battery 10 has an SOC less than a predetermined value. Only charged.

  As shown in FIG. 10, the drive battery 102 is provided with a battery current sensor 145 that measures the current of the drive battery 102 and a battery voltage sensor 146 that measures the voltage of the drive battery 102.

  In the regenerative control system ERS, the control device 31 is in the oil pump motor rotational speed region where the oil pump motor 13 has poor deceleration regeneration efficiency or in the temperature region of the high pressure accumulator 14 where energy loss occurs during deceleration regeneration. In addition, the deceleration regeneration is shared between the motor generator 101 side and the oil pump motor 13 side so as to be outside the region.

  Specifically, the controller 31 sets the condition that the oil pump motor rotational speed is greater than a predetermined rotational speed at the start of deceleration regeneration, or the estimated temperature of the air in the high pressure accumulator 14 at the end of the deceleration regeneration is higher than the predetermined temperature. Determination control for determining whether or not the condition is satisfied is performed (determination step).

  And one of those conditions by the judgment control (a condition that the oil pump motor rotational speed is larger than the predetermined rotational speed or a condition that the estimated temperature of the air in the high pressure accumulator 14 at the end of the deceleration regeneration is higher than the predetermined temperature). When it is determined that the condition is satisfied, the control device 31 connects both the first clutch 2 and the second clutch 12 as shown in FIG. 11 and shares the deceleration regeneration to the motor generator 101 side and the oil pump motor 13 side. The sharing control to be executed is executed (sharing process).

  FIG. 12 shows an example of the control.

  Steps SB1 to SB15 correspond to Steps SA1 to SA15 of the first embodiment, respectively. The present embodiment is almost the same control as the first embodiment. Therefore, in the following description, redundant description of the same control as in the first embodiment may be omitted.

  In step SB5, the measured values of the battery current sensor 145 and the battery voltage sensor 146 (SOC and SOH of the driving battery 102) are input to the control device 31 (step SB5). Then, control device 31 calculates chargeable amount EB of drive battery 102 based on the measured values of battery current sensor 145 and battery voltage sensor 146 (SOC and SOH of drive battery 102) (step SB5). When cold, the chargeable amount EB of the driving battery 102 is set to zero.

  Then, the control device 31 determines that the regenerative amount of the oil pump motor 13 is a subtraction value obtained by subtracting the measured value (vehicle required power VE) of the required power sensor 43 and the chargeable amount EB of the driving battery 102 from the decelerable regenerative amount RE. The oil pump motor rotational speed R2 at the time is calculated (step SB6).

  In step SB8, the control device 31 connects both the first clutch 2 and the second clutch 12, and executes sharing control for sharing the deceleration regeneration to the motor generator 101 side and the oil pump motor 13 side. Specifically, the subtraction value obtained by subtracting the regenerative amount of the oil pump motor 13 from the decelerable regenerative amount RE and the vehicle required power VE and the rechargeable amount EB of the driving battery 102, and the charging amount of the driving battery 102 as the driving battery. The chargeable amount EB of 102 and the regenerative power generation amount of the motor generator 101 are added values obtained by adding the vehicle required power VE and the chargeable amount EB of the drive battery 102.

  In addition, control device 31 increases the required power of vehicle C from the current value (step SB88). For example, at the time of air conditioning, the air blowing intensity of air conditioning is increased. And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

  In step SB13, similarly to step SB8, the control device 31 connects both the first clutch 2 and the second clutch 12, and executes sharing control for sharing the deceleration regeneration to the motor generator 101 side and the oil pump motor 13 side. Specifically, the amount of regeneration of the oil pump motor 13, the amount of charge of the driving battery 102, and the amount of regenerative power generation of the motor generator 101 are the same as in step SB8. And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

  In step SB11, the measured values (SOC and SOH of the driving battery 102) of the battery current sensor 145 and the battery voltage sensor 146 are input to the control device 31 (step SB11). Then, control device 31 calculates chargeable amount EB of drive battery 102 based on the measured values of battery current sensor 145 and battery voltage sensor 146 (SOC and SOH of drive battery 102) (step SB11). When cold, the chargeable amount EB of the drive battery 102 is set to 0, as in step SB8.

  Then, the control device 31 subtracts the chargeable amount EB of the drive battery 102 and the estimated regenerative amount EH of the oil pump motor 13 from the deceleration regenerative amount RE, as the measured value of the required power sensor 43 (vehicle required power VE). It is determined whether or not the subtraction value is greater than or equal to (step SB12).

  In step SB14, as in step SB8, the control device 31 connects both the first clutch 2 and the second clutch 12, and executes sharing control for sharing the deceleration regeneration to the motor generator 101 side and the oil pump motor 13 side. Specifically, the regenerative amount of the oil pump motor 13 is the estimated regenerative amount EH of the oil pump motor 13, the charge amount of the drive battery 102 is the chargeable amount EB of the drive battery 102, and the regenerative power generation amount of the motor generator 101. Is an added value obtained by adding the vehicle required power VE and the chargeable amount EB of the battery 101.

  Moreover, the control apparatus 31 increases the request | requirement electric power of the vehicle C from the present value similarly to step SB8 (step SB14). And the control apparatus 31 complete | finishes control, when deceleration regeneration is complete | finished.

  As described above, according to the present embodiment, the same effects as those of the first embodiment can be obtained.

  Further, according to the present embodiment, in the regenerative control system ERS including the motor generator 101, it is possible to improve fuel efficiency or reduce energy loss of the high-pressure accumulator 14 during deceleration regeneration.

(Other embodiments)
In each of the above embodiments, the condition that the oil pump motor rotational speed is larger than the predetermined rotational speed at the start of deceleration regeneration or the condition that the estimated temperature of the air in the high-pressure accumulator 14 at the end of the deceleration regeneration is higher than the predetermined temperature. Although it is determined whether or not it is satisfied, it may be determined whether or not one of these conditions is satisfied.

  Further, the constituent elements of the above embodiments may be arbitrarily combined without departing from the spirit of the present invention.

  As described above, the vehicle regenerative control method and the regenerative control system according to the present invention are used for applications where it is necessary to improve the fuel consumption by reducing the energy loss of the oil pump motor or the high-pressure accumulator during deceleration regeneration. Can be applied.

1 engine (motor)
2 First clutch (motor side clutch)
5 Drive wheel 7 Alternator (generator)
9 Battery for deceleration regeneration 12 Second clutch (clutch on the oil pump motor side)
14 High pressure accumulator 31 Control device 101 Motor generator (motor, motor generator)
102 drive battery C vehicle ERS regenerative control system

Claims (9)

A vehicle regeneration control method comprising an oil pump motor that functions as either an oil pump or a hydraulic motor,
The vehicle further includes a prime mover and a high-pressure accumulator connected to the oil pump motor and storing oil and gas under pressure,
The oil pump motor and the prime mover are coupled to a drive wheel via a clutch,
Whether or not the first condition that the oil pump motor is in an oil pump motor rotational speed region where the speed reduction regeneration efficiency is low or the second condition that the energy loss occurs is in the temperature region of the high-pressure accumulator during deceleration regeneration A determination step of determining
When it is determined by the determination step that the first condition or the second condition is satisfied, both the clutch on the oil pump motor side and the clutch on the prime mover side are connected, and deceleration regeneration is performed on the oil pump motor side and the viewing including the sharing step of sharing to the prime mover side,
The first condition is a condition that the number of rotations of the oil pump motor is larger than a predetermined number of rotations,
The vehicle regeneration control method , wherein the second condition is a condition that an estimated temperature of the gas in the high-pressure accumulator at the end of deceleration regeneration is higher than a predetermined temperature . In the vehicle regeneration control system,
An oil pump motor connected to the drive wheel via a clutch and functioning as one of an oil pump and a hydraulic motor;
A high pressure accumulator connected to the oil pump motor and storing oil and gas under pressure;
A prime mover coupled to the drive wheel via a clutch;
A control device that controls the drive of the oil pump motor and the prime mover and the clutch;
The controller is
Whether or not the first condition that the oil pump motor is in an oil pump motor rotational speed region where the speed reduction regeneration efficiency is low or the second condition that the energy loss occurs is in the temperature region of the high-pressure accumulator during deceleration regeneration Determination control for determining
When it is determined by the determination control that the first condition or the second condition is satisfied, both the clutch on the oil pump motor side and the clutch on the prime mover side are connected, and deceleration regeneration is performed on the oil pump motor side and the It is configured to execute the sharing control to be shared by the prime mover side ,
The first condition is a condition that the number of rotations of the oil pump motor is larger than a predetermined number of rotations,
The vehicle regeneration control system is characterized in that the second condition is a condition that an estimated temperature of gas in the high pressure accumulator at the end of deceleration regeneration is higher than a predetermined temperature . In regeneration control system according to claim 2 Symbol placement of the vehicle,
The prime mover is an engine;
A generator coupled to the engine;
A regenerative control system for a vehicle, further comprising a battery connected to the generator. In the regeneration control system of the vehicle according to claim 2 or 3 ,
The prime mover is a motor generator;
A regenerative control system for a vehicle, further comprising a battery connected to the motor generator. In the vehicle regeneration control system according to claim 3 or 4 ,
In the sharing control, when the determination device determines that the first condition is satisfied by the determination control, the regenerative amount of the oil pump motor is calculated based on the required power of the vehicle and the battery It is determined whether or not the oil pump motor rotational speed when the subtractable value minus the chargeable amount is larger than the predetermined rotational speed, and the oil pump motor when the regenerative amount of the oil pump motor is the subtracted value A vehicle regeneration control system configured to increase the required power of the vehicle when it is determined that the rotational speed is greater than the predetermined rotational speed. In the vehicle regeneration control system according to claim 3 or 4 ,
In the sharing control, the control device determines that the required power of the vehicle from the deceleration regenerative amount to the oil pump motor regenerative amount and the battery when it is determined by the determination control that the second condition is satisfied. Is determined to be equal to or greater than a subtracted value obtained by subtracting the chargeable amount of the vehicle, and when it is determined that the required power of the vehicle is less than the subtracted value, the required power of the vehicle is increased. A regenerative control system for a vehicle. The regenerative control system for a vehicle according to claim 5 or 6 ,
The regenerative control system for a vehicle, wherein the control device is configured to set the chargeable amount of the battery to 0 in the shared control when cold. In the regenerative control system for a vehicle according to any one of claims 5 to 7 , which refers to claim 3 or claim 3 ,
The control device is configured to suppress a pumping loss of the engine in the sharing control. In the regenerative control system for a vehicle according to any one of claims 5 to 8 , which refers to claim 3 or claim 3 ,
The control device is configured to connect both of the clutch on the oil pump motor side and the clutch on the engine side when the oil pump motor functions as a hydraulic motor. .

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