JP2005130629A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve energy efficiency of a vehicle.
In an automobile including a motor MG2 connected to drive wheels 39a and 39b, when the regenerative power of the motor MG2 exceeds a limit value of power that can be charged in a battery 50, the excess power is consumed by an electric heater 66. The heat is stored in the heat storage tank 65 as heat. When the engine 22 is requested to start, the three-way valve 68 is switched so that the heat exchange medium in the heat storage tank 65 is supplied to the engine 22 until the engine water temperature becomes a predetermined temperature or higher. Thereby, the regenerative electric power of motor MG2 can be utilized as needed without waste, and the energy efficiency of the vehicle can be further improved.
[Selection] Figure 1

Description

  The present invention relates to an automobile, and more particularly, to an automobile provided with an electric motor capable of generating electric power from power from an axle.

2. Description of the Related Art Conventionally, as this type of automobile, an automobile that operates an air conditioner by regenerative electric power using an electric motor connected to an axle as a generator during deceleration has been proposed (see, for example, Patent Document 1). In this automobile, when there is regeneration of electric power of the motor that exceeds the allowable regenerative power of the storage battery when the air conditioner is in operation, the excess power is consumed by the air conditioner so that the regenerative power of the motor is not wasted. The energy efficiency of the entire vehicle can be improved.
WO94 / 21481

  However, in the above-described automobile, the air conditioner is directly operated by the regenerative power of the electric motor. Therefore, for example, when the operation switch is off and the air conditioner is in the operation stop state, the electric motor regenerates electric power exceeding the allowable regenerative power of the storage battery. However, the power cannot be used.

  One object of the automobile of the present invention is to solve these problems and more effectively use the regenerative power of the electric motor. Another object of the present invention is to further improve the energy efficiency of the entire vehicle.

  The automobile of the present invention has taken the following means in order to achieve at least a part of the above-mentioned object.

The automobile of the present invention
An automobile equipped with a regenerative means capable of regenerating kinetic energy of a vehicle,
Power storage means capable of storing regenerative power by the regenerative means;
Heat storage means capable of converting electric power into heat and storing the converted heat;
When the regenerative power regenerated by the regenerative means exceeds the maximum power that can be stored in the power storage means, the heat storage means is controlled so that at least a part of the regenerative power regenerated by the electric motor is converted into heat and accumulated. Control means;
It is a summary to provide.

  In this automobile of the present invention, when the regenerative power regenerated by the regenerative means by the kinetic energy of the vehicle exceeds the maximum power that can be stored in the power storage means, at least a part of this regenerative power is converted into heat and accumulated in the heat storage means. Control the heat storage means. Therefore, the heat stored in the heat storage means can be used as necessary, and the regenerative power of the electric motor can be used effectively. As a result, the energy efficiency of the entire vehicle can be further improved.

  In the automobile of the present invention, the vehicle includes a heat utilization device that uses heat and a heat supply unit that supplies the heat accumulated in the heat storage unit to the heat utilization device, and the control unit includes heat generated by the heat utilization device. The heat supply means may be a means for controlling the heat supply means so that the heat accumulated in the heat storage means is supplied to the heat utilization device when use of the heat is requested. If it carries out like this, since heat can be supplied at the timing when utilization of heat was requested | required of the heat utilization apparatus, the utilization efficiency of the regenerated electric power of an electric motor can be improved.

  In the automobile of the present invention having a heat supply means for supplying heat to the heat utilization equipment, the heat utilization equipment is an internal combustion engine, and the control means is configured to send the heat when the internal combustion engine is requested to warm up. The heat supply means may be a means for controlling the heat supply means so that the heat stored in the heat storage means is supplied to the internal combustion engine. If it carries out like this, an internal combustion engine can be warmed up with the heat based on regenerative electric power. In this aspect of the present invention, the vehicle includes temperature detection means for detecting the temperature of the internal combustion engine, and the control means is configured to start the internal combustion engine until the detected temperature of the internal combustion engine becomes equal to or higher than a predetermined temperature. The heat supply means may be a means for controlling the heat supply means so that the heat stored in the heat storage means is supplied to the internal combustion engine.

  Alternatively, in the vehicle of the present invention including a heat supply unit that supplies heat to the heat utilization device, the heat utilization device is a fuel cell, and the control unit is requested to warm up the fuel cell. The heat supply means may be a means for controlling the heat supply means so that the heat stored in the heat storage means is supplied to the fuel cell. In this way, the fuel cell can be warmed up by heat based on the regenerative power.

  Alternatively, in the automobile of the present invention including a heat supply unit that supplies heat to the heat utilization device, the heat utilization device is a heating device that heats the passenger compartment, and the control unit operates the heating device. The heat supply means may be a means for controlling the heat supply means so that the heat stored in the heat storage means is supplied to the heating device when a request is made. In this way, it is possible to heat the passenger compartment directly using heat based on regenerative power.

  The vehicle according to the present invention further includes a state detection unit that detects the state of the power storage unit, and the control unit applies the requested braking force when requested to apply a braking force to brake the vehicle. Regenerative control of the regenerative means and the regenerative power regenerated by the regenerative means by the regenerative control and the maximum chargeable power of the power storage means set based on the state of the power storage means detected by the state detection means It is also possible to control the heat storage means so that the deviation electric power is consumed by the heat storage means. In this way, it is possible to prevent overcharging of the power storage means and charging due to excessive power while applying the required braking force, and it is possible to effectively use the surplus power. In this aspect of the automobile of the present invention, the state detecting means may be means for detecting the remaining capacity and / or temperature of the power storage means as the state of the power storage means.

  In the automobile of the present invention, the regeneration means may be an electric motor that can generate electricity by power from the axle of the vehicle. The automobile of the present invention of this aspect includes an internal combustion engine, and power conversion power transmission means for converting a part of the power from the internal combustion engine into electric power and transmitting the remainder to a drive shaft connected to the axle. The electric motor may be an electric motor capable of inputting / outputting power to / from the drive shaft. In this case, the power conversion power transmission means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the power input / output to / from two of the three shafts is determined. And a three-shaft power distribution and integration mechanism for determining the power input / output to / from the remaining one shaft, and a generator connected to the third shaft, or the internal combustion engine A first rotor connected to the output shaft of the engine and a second rotor connected to the drive shaft, the first rotor and the second rotor being electromagnetically actuated. It can also be an anti-armature generator that rotates relative to each other.

  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 an automobile 20 of an example as an embodiment of the present invention. As shown in the figure, an automobile 20 according to an embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power distribution and integration mechanism. A motor MG1 capable of generating electricity connected to the motor 30, a motor MG2 connected to the power distribution and integration mechanism 30, a temperature management device 60 for managing the temperature of the engine 22, and a main electronic control unit 70 for controlling the entire vehicle. Prepare.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 communicates with the main electronic control unit 70, controls the operation of the engine 22 by a control signal from the main electronic control unit 70, and sends data related to the operating state of the engine 22 to the main electronic control unit 70 as necessary. Output.

  The temperature management device 60 includes a circulation forming pipe 63 that selectively connects the cooling passage 61 and the heating passage 62 to form a circulation path for a heat exchange medium (for example, water or antifreeze liquid), and a cooling passage. A heat exchanger 64 that cools the heat exchange medium 61 by heat exchange with the outside air, a heat storage tank 65 that heats and stores the heat exchange medium in the heating passage 62 by an electric heater 66 that generates heat when energized, and an electric heater 64 And a three-way valve 68 for controlling the connection between the cooling passage 61 and the heating passage 62 and the circulation forming pipe 63. In this temperature control device 60, when the cooling passage 61 and the circulation forming pipe 63 are connected by the three-way valve 68, the cooling is performed by the heat exchanger 64 as the pump (not shown) coupled to the crankshaft 26 of the engine 22 is driven. The heat exchange medium thus supplied is supplied to the engine 22 so that the engine 22 is cooled. When the heating passage 62 and the circulation forming pipe 63 are connected by the three-way valve 68, the pump is driven. The heat exchange medium stored in the heat storage tank 65 is supplied to the engine 22 to heat the engine 22. The engine 22 is provided with a temperature sensor 69 for detecting the temperature, and a signal detected by the temperature sensor 68 is input to the engine ECU 24.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32. When the motor MG1 functions as a generator, the carrier The power from the engine 22 input from the engine 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and the power from the engine 22 input from the carrier 34 and the sun gear 31 when the motor MG1 functions as an electric motor. Are integrated with the power from the motor MG1 and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. The power line 54 is also connected to a current adjustment circuit 67 that supplies power to the electric heater 66. Therefore, the electric power discharged from the battery 50 or the electric power generated from one of the motors MG1 and MG2 can be consumed by the electric heater 64 and stored as heat energy in the heat storage tank 65. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 communicates with the main electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the main electronic control unit 70, and transmits data related to the operating state of the motors MG1 and MG2 as necessary. Output to the control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature tb from a temperature sensor 51 attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated with the main electronic control as necessary. Output to unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  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 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, from the main electronic control unit 70, a control signal to the current adjustment circuit 67, a drive signal to the three-way valve 68, and the like are output via an output port. As described above, the main electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The drive wheels 39a and 39b are provided with hydraulic brakes (not shown) that are operated by hydraulic pressure, and the braking torque Tb is adjusted by the main electronic control unit 70.

  The vehicle 20 of the embodiment thus configured calculates a required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the automobile 20 of the embodiment configured as described above, particularly the operation when braking the vehicle by the regenerative control of the motor MG2 will be described. FIG. 2 is a flowchart illustrating an example of a braking control routine executed by the main electronic control unit 70 of the automobile 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec) after the braking force is requested by the accelerator off or the brake on during traveling.

  When the braking control routine is executed, the CPU 72 of the main electronic control unit 70 firstly, the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, Nm2, and the battery of the motor MG2. Processing for inputting data such as 50 remaining capacity SOC and battery temperature tb is executed (step S100). Here, the rotation speed Nm2 is input by communication through a value calculated by the motor ECU 40 based on the rotation position of the rotor of the motor MG2 detected by the rotation position detection sensor 44. Further, the remaining capacity SOC and the battery temperature tb are inputted by communication through those calculated by the battery ECU 52 and those detected by the temperature sensor 51, respectively.

  Subsequently, the required braking torque Td * to be output to the ring gear shaft 32a as the drive shaft is set and the required braking power Pd * is set based on the input brake pedal position BP and the vehicle speed V (step S110). In the embodiment, the required braking torque Td * is obtained in advance by storing the relationship between the brake pedal position BP, the vehicle speed V, and the required braking torque Td * in the ROM 74 as a required braking torque setting map. When the vehicle speed V is given, it is set by deriving the corresponding required braking torque Td * from the required braking torque setting map. An example of the required braking torque setting map is shown in FIG. The required braking power Pd * is calculated by multiplying the set required braking torque Td * by the rotation speed of the ring gear shaft 32a. The rotation speed of the ring gear shaft 32a can be calculated by multiplying the vehicle speed V by the conversion factor K.

  When the required braking power Pd * is set in this way, the braking power Pm2 of the motor MG2 and the braking power Pb of the hydraulic brake are set based on the set required braking power Pd (step S120), and the set braking power Pm2 is input. The target braking torque Tm2 * to be output from the motor MG2 is set by dividing by the rotational speed Nm2 (step S130), and the braking power Pb is divided by the rotational speed of the wheel (product of the vehicle speed V and the conversion factor K2). A braking torque Tb * of the hydraulic brake is set (step S140). In the embodiment, the braking power Pm2 is set so that the regenerative power of the motor MG2 satisfies the condition that the sum of the braking power Pm2 shared by the motor MG2 and the braking power Pb shared by the hydraulic brake becomes the required braking power Pd *. The setting was made to increase as much as possible. Note that the braking power Pb shared by the hydraulic brake may be zero, that is, the motor MG2 may share all of the required braking power Pd *.

  Next, the battery charge limit value Win is set based on the input remaining capacity SOC and battery temperature tb (step S150). In the embodiment, the battery charge limit value Win is obtained by experimentally calculating in advance the relationship among the remaining capacity SOC, the battery temperature tb, and the battery charge limit value Win, and stored in the ROM 74 as a map, and the remaining capacity SOC and the battery temperature tb. Is set by deriving the corresponding battery charge limit value Win from the map.

  When the battery charge limit value Win is set, it is determined whether or not the absolute value of the braking power Pm2 of the motor MG2 is larger than the battery charge limit value Win (step S160), and the absolute value of the braking power Pm2 is determined as the battery charge limit value Win. Is determined to be larger than the braking power Pm2, the value obtained by subtracting the battery charging limit value Win is set as the target power consumption Ph * of the electric heater 66 (step S170). Since the braking power Pm2 is regenerative power regenerated by the motor MG2, when the regenerative power exceeds the battery charge limit value Win, the excess power is consumed by the electric heater 66 and stored as heat in the heat storage tank 65. The required braking power Pd * can be output to the ring gear shaft 32a, and regenerative energy can be stored without waste while preventing the battery 50 from being overcharged or charged with excessive power. The use of heat stored in the heat storage tank 65 will be described later.

  When the target braking torque Tm2 * and the target power consumption Ph * are thus set, the target braking torque Tm2 * is transmitted to the motor ECU 40, the hydraulic brake is controlled with the braking torque Tb *, and the current is adjusted with the target power consumption Ph *. The circuit 67 is controlled (step S170), and this routine is finished. Thereby, the motor ECU 40 that has received the target torque Tm2 * performs switching control of the switching element of the inverter 42 so that the motor MG2 is operated with a torque commensurate with the target torque Tm2 *. In addition, the hydraulic brake is specifically controlled by adjusting the hydraulic pressure acting on the hydraulic brake so that the torque corresponding to the braking torque Tb * acts on the wheel, and the current adjustment circuit 67 is controlled by the target power consumption. This is done by controlling the switching element of the current adjusting circuit 67 so that a current corresponding to Ph * is applied to the electric heater 66.

  Next, the operation when the engine 22 is warmed up using the heat accumulated in the heat storage tank 65 will be described. FIG. 4 is a flowchart showing an example of an engine start time control routine. This routine is repeatedly executed every predetermined time (for example, every 8 msec) after the start condition of the engine 22 is satisfied (for example, the ignition switch 80 is turned on) and the engine 22 is started.

  When the engine start time control routine is executed, the engine water temperature te detected by the temperature sensor 69 and input by communication by the engine ECU 24 is read (step S200), and the read engine water temperature te requires the engine 22 to be warmed up. It is determined whether or not the temperature is lower than a threshold value tref set as a low temperature (step S210). If it is determined that the engine water temperature te is lower than the threshold value tref, the three-way valve 68 is driven and controlled so that the heating passage 62 and the circulation forming pipe 63 are connected (step S220), and this routine is finished. As a result, a heating circulation path is formed and the heat exchange medium stored in the heat storage tank 65 is supplied to the engine 22, and warming up of the engine 22 is promoted. On the other hand, when it is determined that the engine water temperature te is not less than the threshold value tref, the three-way valve 68 is driven and controlled so that the cooling passage 61 and the circulation forming pipe 63 are connected (step S230), and this routine is finished. . As a result, a cooling circulation path is formed and the heat exchange medium cooled by heat exchange with the outside air is supplied to the engine 22 to cool the engine 22.

  According to the automobile 20 of the embodiment described above, when the absolute value of the braking power Pm2 of the motor MG2 is larger than the battery charging limit value Win, the power of the deviation between the braking power Pm2 (regenerative power) and the battery charging limit value Win. Is consumed by the electric heater 66 and stored in the heat storage tank 65 as heat energy, so that energy based on the regenerative electric power of the motor MG2 can be stored without waste while outputting the required braking power Pd * to the ring gear shaft 32a. Accordingly, it can be used as heat. As a result, the energy efficiency of the entire vehicle can be further improved. In addition, since the accumulated thermal energy is used when the engine 22 needs to be warmed up, the engine 22 can be warmed up efficiently.

  In the automobile 20 of the embodiment, the heat exchange medium heated by the electric heater 66 is stored in the heat storage tank 65. In addition to this, the heat exchange medium heated by the engine 22 when the engine 22 is in an operating state. May be collected and stored in the heat storage tank 65. In this case, for example, the temperature of the heat exchange medium stored in the heat storage tank 65 is detected, and when the detected temperature is in a low temperature state, the heating passage 62 and the circulation forming pipe 63 are And the heat exchange medium warmed by the engine 22 by driving the pump is supplied to the heat storage tank 65. Further, in the automobile 20 of the embodiment, the heat storage tank 65 is configured to incorporate the electric heater 66, but the heat storage tank 165 and the electric heater 166 may be separately disposed as shown in FIG. In this example, the three-way valves 168a and 168b form a cooling circuit that connects the heat exchanger 164 and the engine 22, and the heat exchanger 164 drives the pump (not shown) connected to the crankshaft 26 of the engine 22. The cooled heat exchange medium can be supplied to the engine 22 to cool the engine 22, and at the same time, a heat storage circulation path that connects the heat storage tank 165 and the electric heater 166 independently of the cooling circulation path by the three-way valves 168 c and 168 d. The heat exchange medium formed and heated by the electric heater 166 by driving the pump 190 can be supplied to the heat storage tank 165 and stored as heat energy. When the engine 22 is started, the heat exchanger 164 and the electric heater 166 are bypassed by the three-way valves 168a to 168d to form a heating circuit that connects the heat storage tank 165 and the engine 22, and the heat storage tank 165. The heated heat exchange medium can be supplied to the engine 22 to warm up the engine 22. Further, the heat exchange medium heated by the warmed-up engine 22 by forming this heating circulation path can be supplied to the heat storage tank 165 and recovered as heat energy.

  In the automobile 20 of the embodiment, the heat accumulated in the heat storage tank 65 is used for warming up the engine 22, but may be used for a heating device for heating the passenger compartment. In this case, the heat exchange medium heated in the heat storage tank may be supplied to a heat exchanger installed in the passenger compartment to exchange heat with air or outside air in the passenger compartment. In addition, when applied to an automobile equipped with a fuel cell that supplies electric power to an electric motor that can input and output power to the drive wheels 39a and 39b, the heat accumulated in the heat storage tank 65 is used to warm up the fuel cell. Also good.

  In the automobile 20 of the embodiment, the heat exchange medium is heated by the electric heater 66, but any heat generator, for example, the motor MG1 may be used as long as the heat exchange medium can be heated.

  In the automobile 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the power generation connected to the axle. The present invention may be applied to any vehicle as long as the vehicle has a possible electric motor. For example, the inner rotor 132 and the drive wheels 39a connected to the crankshaft 26 of the engine 22 may be applied to a normal electric vehicle including a motor connected to an axle, or as illustrated in the modified vehicle 120 of FIG. 39b, an outer rotor 134 connected to a drive shaft that outputs power to the rotor shaft 130 and a drive shaft that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power. It is good also as what is applied to a motor vehicle provided with motor 140 which can be connected and generated.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 which is one Example of this invention. It is a flowchart which shows an example of the braking control routine performed by the main electronic control unit 70 of the motor vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. It is a flowchart which shows an example of the control routine at the time of engine starting performed by the main electronic control unit 70 of the motor vehicle 20 of an Example. It is a block diagram which shows the other example of the temperature management apparatus. It is a block diagram which shows the outline of a structure of the motor vehicle 120 of a modification.

Explanation of symbols

20, 120 Hybrid vehicles, 22 engines, 24 engine electronic control units (engine ECUs), 26 crankshafts, 28 dampers, 30 power distribution integration mechanisms, 31 sun gears, 32 ring gears, 32a ring gear shafts, 33 pinion gears, 34 carriers, 37 Gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (Battery ECU), 54 power line, 60,160 temperature management device, 61 cooling passage, 62 heating passage, 63 circulation formation pipe, 64, 164 heat exchanger, 65,165 heat storage tank, 66,166 electricity Heater, 67 Current adjustment Circuit, 68, 168a to 168d Three-way valve, 69 Temperature sensor, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal Position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 130 rotor motor, 132 inner rotor, 134 outer rotor, 140 motor, MG1, MG2 motor, 190 pump.

Claims (10)

An automobile equipped with a regenerative means capable of regenerating kinetic energy of a vehicle,
Power storage means capable of storing regenerative power by the regenerative means;
Heat storage means capable of converting electric power into heat and storing the converted heat;
When the regenerative power regenerated by the regenerative means exceeds the maximum power that can be stored in the power storage means, the heat storage means is controlled so that at least a part of the regenerative power regenerated by the electric motor is converted into heat and accumulated. Control means;
Automobile equipped with. The automobile according to claim 1,
Heat-using equipment that uses heat;
Heat supply means for supplying heat accumulated in the heat storage means to the heat utilization device,
The control means is a means for controlling the heat supply means so that the heat accumulated in the heat storage means is supplied to the heat utilization equipment when use of heat by the heat utilization equipment is requested. The automobile according to claim 2,
The heat utilization device is an internal combustion engine,
The vehicle is a vehicle that controls the heat supply means so that the heat stored in the heat storage means is supplied to the internal combustion engine when a warm-up of the internal combustion engine is requested. The automobile according to claim 3,
Temperature detecting means for detecting the temperature of the internal combustion engine,
The control means controls the heat supply means so that the heat stored in the heat storage means is supplied to the internal combustion engine until the detected temperature of the internal combustion engine becomes equal to or higher than a predetermined temperature after the internal combustion engine is started. The vehicle that is the means. The automobile according to claim 2,
The heat utilization device is a fuel cell,
The control means is means for controlling the heat supply means so that the heat stored in the heat storage means is supplied to the fuel cell when a warm-up of the fuel cell is requested. The automobile according to claim 2,
The heat utilization device is a heating device that heats the passenger compartment,
The control means is a means for controlling the heat supply means so that the heat stored in the heat storage means is supplied to the heating device when an operation of the heating device is requested. The automobile according to any one of claims 1 to 6,
Comprising a state detecting means for detecting the state of the power storage means,
The control means regeneratively controls the regenerative means so that the requested braking force acts when regenerative power is regenerated by the regenerative means when a braking force is applied to brake the vehicle. And a means for controlling the heat storage means so that a power difference between the power storage means and the maximum chargeable power of the power storage means set based on the state of the power storage means detected by the state detection means is consumed by the heat storage means. Automobile.   8. The vehicle according to claim 7, wherein the state detection means is means for detecting a remaining capacity and / or temperature of the power storage means as a state of the power storage means.   The automobile according to any one of claims 1 to 8, wherein the regeneration means is an electric motor capable of generating electric power by power from an axle of a vehicle. The automobile according to claim 9,
An internal combustion engine;
Power conversion power transmission means for converting a part of the power from the internal combustion engine into electric power and transmitting the remainder to a drive shaft connected to the axle,
The motor is an electric motor capable of inputting and outputting power to the drive shaft.

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