Regenerative control system

Abstract

To provide a regenerative control device that can obtain the maximum regenerative energy during downhill driving without requiring driver intervention or a regenerative braking system. [Solution] The regenerative control device has a controller that, when the vehicle speed is greater than the target speed and the accelerator pedal is turned off, calculates a first deceleration to reduce the vehicle speed to below the target speed, calculates a second deceleration by subtracting powertrain friction from the first deceleration, calculates a first power value to be generated by the regenerative operation of the motor generator when the vehicle decelerates based on the second deceleration, and controls whether or not to perform the regenerative operation of the motor generator with the first power value based on the first power value and the second power value which is the maximum power value that can be charged to the battery.

Description

Technical Field

[0001] This disclosure relates to a regeneration control device.

Background Art

[0002] In an automobile that transmits driving force from an engine to driving wheels via a clutch, a transmission, a drive shaft, etc., when fuel is not being injected due to the accelerator pedal being off, the losses generated in the operating parts including the engine become a decelerating force.

[0003] In automobiles such as EV (Electric Vehicle) and HEV (Hybrid Electric Vehicle) that can obtain driving force by an electric motor, in order to obtain the same driving feeling as an engine vehicle, when the accelerator pedal is off, a decelerating force is often set to be generated. The deceleration energy at this time can be regenerated by the power generation of the motor and charged to the battery.

[0004] The deceleration generated when the accelerator pedal is off is determined by a preset characteristic. There are also vehicles that can increase or decrease the deceleration by the driver's switch operation (for example, see Patent Document 1), but fine adjustment according to the vehicle speed cannot be performed.

[0005] In EVs and HEVs, it is desirable to recover deceleration energy to the maximum extent and store it as electrical energy for reuse. For example, when the driver operates the brake pedal to keep the vehicle speed constant on a gentle downhill slope, the mechanical brake is activated and the deceleration energy is converted into heat and released, reducing the amount of energy that can be recovered. As a means to solve this problem, there is a regenerative cooperative brake system (for example, see Patent Document 2), but the introduction of this system is costly.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

[0007] An object of one aspect of this disclosure is to provide a regenerative control device that can obtain the maximum regenerative energy when descending a slope without requiring driver operation or a regenerative braking system. [Means for solving the problem]

[0008] A regenerative control device according to one aspect of the present disclosure is a regenerative control device used in a vehicle equipped with a battery and a motor generator that can operate as a motor driven by power supplied from the battery, and can also supply power to the battery by regenerative operation, and includes a controller that, when the vehicle speed of the vehicle is greater than a target speed and the operation of the accelerator pedal is turned off, calculates a first deceleration to reduce the vehicle speed to below the target vehicle speed, calculates a second deceleration by subtracting powertrain friction from the first deceleration, calculates a first power value to be generated by the regenerative operation of the motor generator when the vehicle is decelerated based on the second deceleration, and controls whether or not to perform the regenerative operation of the motor generator with the first power value based on the first power value and a second power value which is the maximum power value that can be charged to the battery. [Effects of the Invention]

[0009] According to this disclosure, maximum regenerative energy can be obtained when descending a slope without requiring driver intervention or a regenerative braking system. [Brief explanation of the drawing]

[0010] [Figure 1]A schematic diagram showing the configuration of the drive system and control system of a vehicle according to an embodiment of the present disclosure. [Figure 2] Block diagram showing the configuration of a vehicle controller according to an embodiment of this disclosure. [Figure 3] Flowchart illustrating the operation of the vehicle controller according to the embodiment of this disclosure [Figure 4] This figure shows the temporal changes in each value when the vehicle according to the embodiment of this disclosure travels on a flat road and a downhill slope. [Modes for carrying out the invention]

[0011] The embodiments of this disclosure will be described below with reference to the drawings. Common components in each drawing are denoted by the same reference numerals.

[0012] First, the configuration of the vehicle 100 according to this embodiment will be explained using Figure 1. Figure 1 is a schematic diagram showing the main configurations of the drive system and control system of the vehicle 100.

[0013] In this embodiment, the case where vehicle 100 is an HEV is used as an example for explanation, but this embodiment, as described later, is also applicable to EVs. Furthermore, vehicle 100 can be a commercial vehicle such as a truck, but is not limited to this.

[0014] Vehicle 100 has the following drivetrain components: engine 1, clutch 2, MG (motor generator) 3, automatic transmission 4, propeller shaft 5, drive shaft 6, differential gear 7, brake 8, and drive wheels 9.

[0015] Furthermore, the vehicle 100 has a control system comprising a vehicle controller 20, an engine controller 21, a motor controller 22, a battery controller 23, a transmission controller 24, and a brake controller 25. In Figure 1, the dotted arrows indicate that communication is possible via electrical connection.

[0016] Since known components can be applied to each of the above components, they will be briefly described below.

[0017] The engine 1 is a power source that generates a driving force for driving the vehicle 100 by burning fuel. As the engine 1, a diesel engine can be used, but a gasoline engine may also be used. Further, the number of cylinders and the cylinder arrangement of the engine 1 are not particularly limited.

[0018] The clutch 2 includes, for example, a pair of rotating members (not shown) and a clutch actuator (not shown) that changes the connection amount (also referred to as the fastening amount) by bringing them into contact with or separating them.

[0019] MG3 is electrically connected to the battery 11 via the inverter 10. Also, MG3 is connected to the automatic transmission 4.

[0020] MG3 can operate as an electric motor that is rotationally driven by the supply of electric power from the battery 11. On the other hand, MG3 can also operate as a generator and supply electric power to the battery 11. When MG3 operates as an electric motor, MG3 functions as a power source that transmits power to the output shaft of the automatic transmission 4 via a transmission gear. On the other hand, when MG3 operates as a generator, it functions as a regeneration unit that performs a regeneration operation (hereinafter also referred to as regeneration power generation). Note that a torque converter may be provided between MG3 and the automatic transmission 4.

[0021] The inverter 10 converts the DC power supplied from the battery 11 into AC power and supplies it to MG3, or converts the AC power regenerated by MG3 into DC power and supplies it to the battery 11.

[0022] The battery 11 supplies electric power to MG3 while storing the electric power obtained by the regeneration operation of MG3. As the battery 11, for example, a lithium-ion battery or a nickel-metal hydride battery can be used, but it is not limited thereto.

[0023] The automatic transmission 4 is connected to the propeller shaft 5, which serves as the drive shaft. It changes the rotational speed of the engine 1, which is transmitted via the clutch 2 and MG 3, and outputs it to the propeller shaft 5. The propeller shaft 5 is connected to the differential gear 7. In this embodiment, an example of using an automatic transmission is given, but a non-automatic transmission may also be used.

[0024] A drive shaft 6 is connected to the differential gear 7. Drive wheels 9 (for example, the left rear wheel and the right rear wheel) are fixed to both ends of the drive shaft 6.

[0025] Furthermore, the drive shaft 6 is provided with a brake 8 for braking the drive wheels 9. Although not shown in the diagram, the brake 8 includes, for example, a master cylinder that outputs brake fluid pressure in conjunction with the brake pedal, a caliper that brakes the disc rotor of the drive wheel 9, and a brake actuator that controls the brake fluid pressure supplied to each caliper.

[0026] The vehicle controller 20 is capable of communicating with each of the clutch 2, engine controller 21, motor controller 22, battery controller 23, transmission controller 24, and brake controller 25, and is a device that receives information from each controller and sends control commands to each controller.

[0027] The vehicle controller 20 and each controller are implemented, for example, by an ECU (Electric Control Unit). The vehicle controller 20 corresponds to an example of the regenerative control device described herein. Details of the vehicle controller 20 will be described later.

[0028] The engine controller 21 is a device that controls the operation of the engine 1 based on control commands from the vehicle controller 20.

[0029] The motor controller 22 is a device that controls the operation of the MG3 via the inverter 10 based on control commands from the vehicle controller 20.

[0030] The battery controller 23 is a device that controls the operation of the battery 11 based on control commands from the vehicle controller 20.

[0031] The transmission controller 24 is a device that controls the operation of the automatic transmission 4 based on control commands from the vehicle controller 20.

[0032] The brake controller 25 is a device that controls the operation of the brake 8 based on control commands from the vehicle controller 20.

[0033] The configuration of the vehicle 100 of this embodiment has been described above. Note that the configuration shown in Figure 1 is just one example, and the configuration to which this embodiment can be applied is any configuration that can regenerate and store deceleration energy when the vehicle decelerates (for example, an EV configuration), and is not limited to the one shown in Figure 1.

[0034] Next, the configuration of the vehicle controller 20 will be explained using Figure 2. Figure 2 is a block diagram showing the configuration of the vehicle controller 20.

[0035] The vehicle controller 20 is electrically connected to each of the components shown on the left side of the figure. Specifically, the vehicle controller 20 is electrically connected to the accelerator pedal sensor 12, which detects the amount of accelerator pedal operation (which may also be called accelerator opening), the brake pedal sensor 13, which detects the amount of brake pedal operation (which may also be called brake opening), the vehicle speed sensor 14, which detects vehicle speed, and the battery controller 23. The vehicle controller 20 is also electrically connected to the engine controller 21, the motor controller 22, and the transmission controller 24.

[0036] Although not shown in the diagram, the vehicle controller 20 includes, as hardware, a CPU (Central Processing Unit), ROM (Read Only Memory) storing computer programs, and RAM (Random Access Memory) which is working memory. Each of the parts described below is realized by the CPU reading the computer program from ROM and executing it in RAM.

[0037] As shown in Figure 2, the vehicle controller 20 includes an acquisition unit 210, a determination unit 220, a calculation unit 230, and a control unit 240. These units together may be considered as an example of a "controller."

[0038] The acquisition unit 210 acquires information necessary for processing by the determination unit 220, calculation unit 230, or control unit 240, which will be described later, from the accelerator pedal sensor 12, brake pedal sensor 13, vehicle speed sensor 14, and battery controller 23, respectively.

[0039] Specifically, the acquisition unit 210 acquires information indicating the amount of accelerator pedal operation detected by the accelerator pedal sensor 12 (hereinafter referred to as accelerator operation amount information) from the accelerator pedal sensor 12.

[0040] Furthermore, the acquisition unit 210 acquires information indicating the amount of brake pedal operation detected by the brake pedal sensor 13 (hereinafter referred to as brake operation amount information) from the brake pedal sensor 13.

[0041] Furthermore, the acquisition unit 210 acquires information indicating the current vehicle speed detected by the vehicle speed sensor 14 (hereinafter referred to as vehicle speed information) from the vehicle speed sensor 14. For example, if the brake controller 25 is connected to the vehicle speed sensor 14, the acquisition unit 210 may acquire the vehicle speed information from the brake controller 25.

[0042] Furthermore, the acquisition unit 210 acquires information indicating the state of the battery 11 (hereinafter referred to as battery information) acquired by the battery controller 23 from the battery controller 23. Battery information includes, for example, information such as the battery's SOC (States of Charge) and temperature.

[0043] The determination unit 220 determines whether the accelerator pedal is off (hereinafter also referred to as accelerator off) based on the accelerator operation amount information. Here, "off" means that the amount of accelerator pedal operation is zero or nearly zero (a value greater than zero, but not enough to cause the vehicle 100 to accelerate).

[0044] Furthermore, if the determination unit 220 determines that the accelerator is off, it determines, based on the vehicle speed information, whether the current vehicle speed is greater than the target vehicle speed.

[0045] Vehicle 100 employs known control mechanisms to adjust its current speed to a target speed. The target speed is the value used in this control mechanism, and its initial value is, for example, 0 km / h. The target speed used for judgment is the vehicle speed at the moment the accelerator is released.

[0046] The determination process performed by the determination unit 220 may also be performed by the acquisition unit 210 or the calculation unit 230. In other words, the determination unit 220 does not have to be a component of the vehicle controller 20.

[0047] If the calculation unit 230 determines that the accelerator is not off, or if the accelerator is off but the current vehicle speed is less than or equal to the target vehicle speed, the calculation unit 230 updates the target vehicle speed to the current vehicle speed. Subsequently, the control unit 240 performs normal driving control (details will be described later).

[0048] On the other hand, the calculation unit 230 calculates a first deceleration if the determination unit 220 determines that the accelerator is off and the current vehicle speed is greater than the target vehicle speed. The first deceleration is the deceleration of the vehicle 100 that can reduce the current vehicle speed, which is greater than the target vehicle speed, to less than the target vehicle speed. The case in which the accelerator pedal is off and the current vehicle speed is greater than the target vehicle speed is, for example, when the vehicle 100 starts driving downhill.

[0049] The first deceleration degree is calculated, for example, by general vehicle speed feedback. In this embodiment, no control is performed to increase the vehicle speed (generate acceleration), and only control is performed to decrease the vehicle speed (generate deceleration).

[0050] An example of vehicle speed feedback is as follows: First, the calculation unit 230 calculates the vehicle speed deviation by subtracting the target vehicle speed from the current vehicle speed. Next, the calculation unit 230 configures a feedback controller that outputs the target acceleration using the vehicle speed deviation as input. Next, the calculation unit 230 sets the maximum value of the feedback controller output to 0 km / s. 2 Therefore, the acceleration value is not output. On the other hand, the calculation unit 230 determines the minimum value of the feedback controller output as the maximum first deceleration (upper limit).

[0051] The calculation unit 230 calculates the second deceleration after calculating the first deceleration degree. The second deceleration is the first deceleration minus the powertrain friction.

[0052] The powertrain friction referred to here includes all factors that cause deceleration of the vehicle 100, such as losses in the engine 1, losses in the gears and bearings of the automatic transmission 4, and rolling resistance of the drive wheels 9. In other words, powertrain friction means the friction that can occur in the powertrain and drivetrain (in other words, the friction that can occur from the engine 1 to the drive wheels 9). The powertrain friction is then pre-set in the vehicle controller 20 as a friction characteristic value based on values ​​measured, for example, by the coast-down method, or based on measurement results from an engine bench or rig. This setting may be done in map format, for example, by associating it with vehicle speed and engine speed.

[0053] In calculating the second deceleration degree, the calculation unit 230 first determines the powertrain friction based on the map, the current vehicle speed detected by the vehicle speed sensor 14, and the engine speed detected by the rotation speed sensor (not shown). Then, the calculation unit 230 calculates the second deceleration by subtracting the determined powertrain friction from the first deceleration.

[0054] Furthermore, in setting and determining the powertrain friction as described above, factors other than vehicle speed and engine speed (e.g., water temperature, oil temperature, gear position, etc.) may be used. Also, if the brake pedal is operated after the accelerator is released, the brake deceleration will be subtracted from the first deceleration in addition to the powertrain friction. The brake deceleration can be calculated, for example, based on brake operation amount information.

[0055] After calculating the second deceleration degree, the calculation unit 230 calculates the first power value at which the second deceleration occurs. Specifically, the calculation unit 230 calculates the first power value based on the generator rotation speed, the inverter 10 voltage, the generator characteristic value, etc. The first power value is the value used for the regenerative operation of the MG3.

[0056] Furthermore, the calculation unit 230 calculates a second power value, which is the maximum power value that can currently be charged to the battery 11. Specifically, the calculation unit 230 calculates the second power value based on the state of charge (SOC) of the battery 11, temperature, battery characteristic values, etc.

[0057] The calculation unit 230 determines whether the first power value is greater than the second power value. Note that this determination process may be performed by the determination unit 220 instead of the calculation unit 230.

[0058] The calculation unit 230 then decides not to perform the regenerative operation of the MG3 at the first power value if the first power value is greater than the second power value. Furthermore, in this case, the calculation unit 230 decides to perform deceleration increase control (details will be described later) to compensate for the deceleration caused by the regenerative operation of the MG3.

[0059] On the other hand, if the first power value is smaller than the second power value, the calculation unit 230 decides to perform the regenerative operation of the MG3 with the first power value.

[0060] The control unit 240 performs the following control by outputting control commands to, for example, the engine controller 22, the motor controller 22, and the transmission controller 24.

[0061] The control unit 240 executes regenerative control when the calculation unit 230 determines that regenerative operation should be performed. Specifically, the control unit 240 outputs a control command to the motor controller 22 to execute regenerative operation based on a first power value calculated by the calculation unit 230. Based on this control command, the motor controller 22 operates, and the MG3 performs regenerative operation based on the first power value. The power generated by this regenerative operation is used to charge the battery 11.

[0062] On the other hand, if the calculation unit 230 determines that regenerative operation should not be performed, the control unit 240 performs deceleration increase control. Specifically, the control unit 240 outputs a control command to the engine controller 21 to perform an operation to increase engine friction. Based on this control command, the engine controller 21 operates, and the engine 1 performs an operation to increase engine friction (for example, closing the exhaust throttle or exhaust brake valve). The control unit 240 also outputs a control command to the transmission controller 24 to perform a downshift operation. Based on this control command, the transmission controller 24 operates, and the automatic transmission 4 performs an operation to lower the gear. The control unit 240 may perform both the operation to increase engine friction and the downshift operation, or it may perform only one of them.

[0063] After the deceleration increase control is performed, the calculation unit 230 changes the first deceleration and the second deceleration in accordance with the deceleration increase control, and recalculates the first power value based on the changed second deceleration. Then, the control unit 240 controls the MG3 to perform regenerative operation with the recalculated first power value.

[0064] Furthermore, when the control unit 240 performs the regenerative control or deceleration increase control, it may cause a display device in the vehicle 100 (for example, the instrument panel) to display an indication of this. This allows the driver of the vehicle 100 to recognize that regenerative control or deceleration increase control is being performed.

[0065] As described above, when the target vehicle speed is updated to the current vehicle speed, the control unit 240 performs normal driving control. Normal driving control refers to known control performed during driving. Therefore, normal driving control does not include the regenerative control described above. Furthermore, normal driving control does not include control that increases acceleration force to maintain vehicle speed when the vehicle speed decreases.

[0066] Next, the operation of the vehicle controller 20 will be explained using Figure 3. Figure 3 is a flowchart of the operation of the vehicle controller 20. The flow in Figure 3 starts, for example, when the accelerator pedal is pressed and the vehicle starts moving. Since specific examples of each step described below have been mentioned above, only a brief explanation will be given below.

[0067] First, the acquisition unit 210 acquires various types of information (step S1). The information acquired here includes at least accelerator operation amount information, vehicle speed information, and battery information.

[0068] Next, the determination unit 220 determines whether or not the accelerator is off based on the accelerator operation amount information (step S2).

[0069] If the accelerator is not released (step S2 / NO), the calculation unit 230 updates the target vehicle speed to the current vehicle speed based on the vehicle speed information (step S12). Then, the control unit 240 performs normal driving control (step S13). After that, the flow proceeds to step S9, which will be described later.

[0070] On the other hand, if the accelerator is released (step S2 / YES), the determination unit 220 determines whether the current vehicle speed is greater than the target vehicle speed based on the vehicle speed information (step S3).

[0071] If the current vehicle speed is below the target vehicle speed (step S3 / NO), the flow proceeds in the order of steps S12 and S13 described above, and then proceeds to step S9 described below.

[0072] On the other hand, if the current vehicle speed is greater than the target vehicle speed (step S3 / YES), the calculation unit 230 calculates a first deceleration based on the vehicle speed information, etc. (step S4).

[0073] Next, the calculation unit 230 determines the powertrain friction and calculates the second deceleration by subtracting that value from the first deceleration (step S5).

[0074] Next, the calculation unit 230 calculates the first power value and the second power value based on the second deceleration and battery information (step S6).

[0075] Next, the calculation unit 230 determines whether the first power value is greater than the second power value (step S7).

[0076] If the first power value is smaller than the second power value (step S7 / NO), the control unit 240 performs regenerative control based on the first power value (step S8). This causes regenerative operation to be performed in MG3. After step S8, the flow proceeds to step S9, which is described below.

[0077] On the other hand, if the first power value is greater than the second power value (step S7 / YES), the control unit 240 performs deceleration increase control (step S10). This results in actions such as increasing friction in the engine 1 or lowering the gear in the automatic transmission 4.

[0078] The calculation unit 230 recalculates the first power value based on the value obtained by subtracting the deceleration increased by the deceleration increase control from the second deceleration, and the control unit 240 performs regenerative control within the range of the second power value based on the first power value (step S11). The flow then proceeds to step S9, which will be described later.

[0079] The determination unit 220 determines whether or not the ignition has been turned off (step S9). This determination process may be performed, for example, based on information indicating the on / off state of the ignition switch (not shown), or by other known methods.

[0080] If the ignition is not turned off (step S9 / NO), the flow returns to step S1. On the other hand, if the ignition is turned off (step S9 / YES), the flow terminates.

[0081] Next, the effects of this embodiment will be explained in comparison with the prior art using Figure 4. Figure 4 is a graph showing the time-series changes of various values ​​when a conventional vehicle and the vehicle 100 of this embodiment travel downhill after traveling on a flat road. The various values ​​here refer to, for example, vehicle speed, road gradient, accelerator pedal operation amount, driving torque (torque including engine torque and motor torque, not shown), motor torque, and SOC. In Figure 4, the time axis progresses from left to right in the figure. The dashed line a in the figure indicates the timing of accelerator release.

[0082] As shown in Figure 4, when driving on a flat road, both this embodiment and the prior art show the same changes in all values. In contrast, when driving downhill after releasing the accelerator, there are differences in some values.

[0083] Specifically, in this embodiment, the vehicle speed is maintained at a constant level, whereas in the conventional technology, the vehicle speed gradually increases. Furthermore, in this embodiment, both the driving torque and motor torque are smaller compared to the conventional technology. Also, in this embodiment, the State of Charge (SOC) gradually increases, whereas in the conventional technology, it remains constant without increase.

[0084] In other words, with conventional technology, when a vehicle approaches a downhill slope, simply releasing the accelerator pedal would cause the vehicle speed to increase, requiring the driver to operate the brake pedal to control the speed. In contrast, with this embodiment, when a vehicle approaches a downhill slope, the vehicle speed is maintained by regenerative power generation from the MG3 simply by the driver releasing the accelerator pedal. This control is effective as long as the battery 11 has charge capacity, and the frequency of brake use can be reduced. Furthermore, since the regenerated energy can be stored in the battery 11 and reused, the effect of improving fuel efficiency can be obtained. Thus, this embodiment enables a mechanism that starts regenerative control from the operation of the accelerator pedal, improves fuel efficiency, and achieves good drivability on downhill slopes.

[0085] As described above, the vehicle controller 20 of this embodiment is a vehicle controller (regenerative control device) used in a vehicle 100 equipped with a battery 11 and an MG3 that can operate as a motor driven by power supplied from the battery 11, while also operating as a generator to supply power to the battery. The controller is characterized by having a first deceleration amount to reduce the vehicle speed of the vehicle 100 to below the target speed when the vehicle speed of the vehicle 100 is greater than the target speed and the accelerator pedal is turned off, a second deceleration amount to be calculated by subtracting powertrain friction from the first deceleration amount, a first power value to be generated by the regenerative operation of the MG3 when decelerating based on the second deceleration amount, and a controller that controls whether or not to perform the regenerative operation of the MG3 with the first power value based on the first power value and the second power value which is the maximum power value that can be charged to the battery 11.

[0086] Therefore, the vehicle controller 20 of this embodiment can obtain the maximum regenerative energy when descending a slope without requiring driver operation or a regenerative braking system. In addition, since the frequency of brake use is reduced when descending a slope, driving becomes more comfortable for the driver.

[0087] Furthermore, regenerative braking systems require hardware installation, which poses problems such as the need for vehicle design changes and increased costs when retrofitting, and their unsuitability for commercial vehicles due to durability concerns. In contrast, the regenerative control device of this embodiment can be easily introduced using existing hardware and only requires software modifications, thus reducing the cost of retrofitting and making it easy to apply to commercial vehicles.

[0088] This disclosure is not limited to the above-described embodiments, and various modifications are possible without departing from its spirit. [Industrial applicability]

[0089] The regenerative control device of this disclosure is useful for regenerative control when driving downhill. [Explanation of Symbols]

[0090] 1 Engine 2 Clutch 3 MG (Motor Generator) 4 Automatic transmission 5. Propeller shaft 6 Drive shaft 7 Differential Gear 8 Brakes 9 Drive wheels 10 Inverters 11 batteries 12. Accelerator pedal sensor 13. Brake pedal sensor 14. Vehicle speed sensor 20 Vehicle Controllers 21 Engine Controller 22 Motor Controller 23 Battery Controller 24. Transmission Controller 25 Brake Controller 100 vehicles 210 Acquisition Department 220 Judgment section 230 Calculation Unit 240 Control Unit

Claims

1. A regenerative control device used in a vehicle equipped with a battery and a motor generator that can operate as a motor driven by power supplied from the battery, and can also supply power to the battery by regenerative operation, When the vehicle speed of the said vehicle is greater than the target speed, and the accelerator pedal is turned off, a first deceleration is calculated to reduce the vehicle speed to below the target speed. A second deceleration is calculated by subtracting powertrain friction from the first deceleration. When decelerating based on the second deceleration, the first power value generated by the regenerative operation of the motor generator is calculated. A controller is provided that controls whether or not to perform regenerative operation of the motor generator at the first power value, based on the first power value and a second power value which is the maximum power value that can be charged to the battery. Regenerative control device.

2. The aforementioned controller, If the first power value is greater than the second power value, the motor generator is controlled not to perform regenerative operation at the first power value. If the first power value is smaller than the second power value, the motor generator is controlled to perform regenerative operation using the first power value. The regenerative control device according to claim 1.

3. The aforementioned controller, If the first power value is greater than the second power value, deceleration increase control is performed to compensate for the deceleration due to the regenerative operation of the motor generator. The regenerative control device according to claim 2.

4. The aforementioned controller, The first deceleration and the second deceleration are changed in accordance with the deceleration increase control. The regenerative operation of the motor generator is performed with a first power value calculated based on the modified second deceleration. The regenerative control device according to claim 3.

5. The aforementioned deceleration increase control is, Control to increase the friction of the vehicle's engine, and control to lower the gear of the automatic transmission, including at least one of these, The regenerative control device according to claim 4.

6. If the accelerator pedal is not released, or if the current vehicle speed is not greater than the target vehicle speed, the controller updates the target vehicle speed to the current vehicle speed and performs normal driving control. The above-mentioned normal driving control does not include control to cause the motor generator to perform regenerative operation, and control to increase acceleration force when the vehicle speed decreases. The regenerative control device according to claim 1.

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