JP2004229447A - Power unit for vehicle - Google Patents

Power unit for vehicle Download PDF

Info

Publication number
JP2004229447A
JP2004229447A JP2003016447A JP2003016447A JP2004229447A JP 2004229447 A JP2004229447 A JP 2004229447A JP 2003016447 A JP2003016447 A JP 2003016447A JP 2003016447 A JP2003016447 A JP 2003016447A JP 2004229447 A JP2004229447 A JP 2004229447A
Authority
JP
Japan
Prior art keywords
ion battery
lithium ion
generator
converter
battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2003016447A
Other languages
Japanese (ja)
Other versions
JP4110979B2 (en
Inventor
Masayuki Morifuji
Hiroshi Nate
Naohiko Suzuki
Hiroaki Tabuchi
Hidenori Yokoyama
洋 名手
雅之 森藤
英則 横山
博明 田淵
尚彦 鈴木
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2003016447A priority Critical patent/JP4110979B2/en
Publication of JP2004229447A publication Critical patent/JP2004229447A/en
Application granted granted Critical
Publication of JP4110979B2 publication Critical patent/JP4110979B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power unit for a vehicle which can effectively control the SOC of a lithium ion battery. <P>SOLUTION: This power unit 10 for a vehicle is equipped with a lithium ion battery 14, a DC/DC converter 22, a second battery 12 which is connected via a DC/DC converter 22 to the lithium ion battery 14, and a generator 20 which generates electric energy supplied via the DC/DC converter 22 to the lithium ion battery 14. The generator 20 is controlled in the direction of limiting power generation in the case that the state of charge of the lithium ion battery 14 is over a specified overcharge determination value Th1, and also the DC/DC converter 22 is controlled so that power is supplied from the side of the lithium ion battery to the side of the second battery. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a power supply device for a vehicle including two or more batteries including a lithium ion battery, and more particularly, to a power supply device for a vehicle capable of effectively controlling the SOC of a lithium ion battery.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in a power supply device including a lithium ion battery and a lead battery, it is known that the SOC of the lead battery is controlled based on the state of charge (SOC) of the lithium ion battery (for example, Patent Document 1). In this conventional power supply device, when the lithium-ion battery approaches full charge, the SOC of the lithium-ion battery is adjusted by supplying regenerative energy to the load.
[0003]
[Patent Document 1]
JP 2001-313082 A
[Problems to be solved by the invention]
By the way, lithium ion batteries have a better regenerative capacity than lead batteries, but when overcharged, the energy density inside the battery increases, resulting in overloading. Therefore, sufficient consideration should be given to safety. It is a battery. However, in the configuration in which the electric energy generated by the generator is supplied to the load as in the above-described conventional power supply device, when an abnormality occurs in the charging system for the lithium ion battery due to some external factor, the lithium ion battery is charged. There is a problem that the overcharge state continues.
[0005]
That is, in a power supply device for a vehicle including two or more batteries including a lithium-ion battery, an overcharge of the lithium-ion battery is considered in consideration of a case where an abnormality occurs in a charging system for the lithium-ion battery due to some external factor. It is necessary to take measures (fail-safe) to immediately cancel the state of charge.
[0006]
Therefore, an object of the present invention is to provide a vehicle power supply device capable of effectively controlling the SOC of a lithium ion battery.
[0007]
[Means for Solving the Problems]
The above object is achieved by a lithium ion battery, a DC / DC converter, a second battery connected to the lithium ion battery via the DC / DC converter, and a lithium ion battery. A power generator for a vehicle, comprising: a generator for generating electric energy supplied via the DC / DC converter.
When the state of charge of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction to limit power generation, and power is supplied from the lithium ion battery to the second battery. The DC / DC converter is controlled as described above.
[0008]
According to the present invention, even if an abnormality occurs in the charging system for the lithium ion battery due to some factor, the power generation of the generator is limited, so that charging to the lithium ion battery is suppressed, and DC Since the discharge of the lithium ion battery is promoted by the control of the / DC converter, the lithium ion battery can be rapidly discharged. As a result, according to the present invention, even if the lithium-ion battery falls into an overcharged state, the overloaded state can be immediately eliminated.
[0009]
In order to control the generator in a direction to limit the power generation as described in claim 2 or 3, setting the target power generation voltage of the generator to a minimum value or the operation of the generator And controlling the DC / DC converter so that power is supplied from the lithium ion battery side to the second battery side may include stopping the DC / DC converter. Setting the target output voltage on the second battery side to a minimum value may be included.
[0010]
Further, the above object is achieved by a lithium ion battery, a DC / DC converter, a second battery connected to the lithium ion battery via the DC / DC converter, and the lithium ion battery. A generator that generates electric energy supplied to the battery via the DC / DC converter, and supplies power from the lithium ion battery to predetermined auxiliary equipment via the DC / DC converter during idle stop; A power supply device for a vehicle that suppresses power generation of the generator at least according to a traveling state of the vehicle,
When the state of charge of the lithium ion battery falls below a predetermined value, the suppression of power generation by the generator is released, and this is achieved by a vehicle power supply device.
[0011]
In the present invention, the power supply device for a vehicle aims to improve fuel efficiency by suppressing the power generation of the generator according to the running state of the vehicle (for example, during acceleration of the vehicle). However, when the idle stop frequency increases, the SOC of the lithium-ion battery decreases, and it becomes difficult to supply power from the lithium-ion battery to predetermined accessories. In such a situation, if the power supply from the lithium ion battery is continued, the deterioration of the lithium ion battery is promoted. Conversely, if the frequency of the idle stop is suppressed, the fuel efficiency is deteriorated. On the other hand, in the present invention, in order to maintain the idle stop frequency, when the SOC of the lithium ion battery falls below a predetermined value, the suppression of the power generation of the generator is released. As a result, the charging of the lithium ion battery is promoted, so that the fuel efficiency improvement effect by maintaining the idle stop frequency can be obtained instead of the fuel efficiency improvement effect by suppressing the power generation of the generator. improves.
[0012]
As described in claim 5, suppressing the power generation of the generator may include stopping the operation of the generator. In this case, the suppression of the power generation of the generator is released. This may include not stopping the operation of the generator.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
[0014]
FIG. 1 is a system configuration diagram of a vehicle power supply device 10 according to one embodiment of the present invention. As shown in FIG. 1, a vehicle power supply device 10 includes two electronic control units 24 and 49 (hereinafter, referred to as “ECO · ECU 24” and “EFI · ECU 49”, respectively) interconnected via an appropriate bus such as a high-speed communication bus. ").
[0015]
The vehicle power supply device 10 includes two batteries 12 and 14. In the present embodiment, the battery 12 is a lead battery (auxiliary battery) having a voltage of about 12V, while the battery 14 is a lithium ion battery (main battery) having a voltage of about 14.4V. The lead battery 12 has a higher output per unit volume (output density; unit is W / l) than the lithium ion battery 14, while the energy per unit volume (energy density; unit is Wh / l) is a low battery.
[0016]
A starter 18 is connected to the lead battery 12 and the lithium ion battery 14 via a changeover switch 16. The starter 18 is attached to an engine that functions as a power source of the vehicle. The starter 18 functions as a starting device that starts the engine from a stopped state using electric power supplied from the lead battery 12 or the lithium ion battery 14 connected via the changeover switch 16. Specifically, the starter 18 operates using the lead battery 12 as a power source during normal engine startup, and operates using the lithium ion battery 14 as a power source when restarting the engine after the end of idle stop.
[0017]
The vehicle power supply device 10 further includes a current sensor 40, a voltage sensor 44, and a temperature sensor 48. The current sensor 40 detects the current value of the lithium ion battery 14 at a predetermined sampling cycle. Voltage sensor 44 detects a terminal voltage of lithium ion battery 14 at a predetermined sampling cycle. The temperature sensor 48 detects the liquid temperature of the lithium ion battery 14 or the temperature of the side surface or the bottom surface of a case (not shown) that stores the lithium ion battery 14.
[0018]
An electronic control unit 60 (hereinafter, referred to as “BATT ECU 60”) is connected to the lithium ion battery 14. The detection signals of the current sensor 40, the voltage sensor 44, and the temperature sensor 48 are supplied to the BATT-ECU 60 at the sampling cycle. The BATT / ECU 60 calculates the state of charge (SOC) of the lithium ion battery 14 based on the detection values of the current sensor 40, the voltage sensor 50, and the temperature sensor 48. The method of calculating the SOC of the battery may be a known method, and the present invention does not particularly specify the method of calculating the SOC of the lithium ion battery 14. BATT · ECU 60 supplies an electric signal corresponding to the SOC of lithium ion battery 14 to ECO · ECU 24 and EFI · ECU 49.
[0019]
The EFI-ECU 49 confirms whether or not various idle stop permission conditions (for example, conditions relating to the temperature of the engine cooling water, conditions relating to the temperature and the SOC of the lithium ion battery 14, and conditions relating to the engine speed) are satisfied, and finally determines whether the conditions are satisfied. It is determined whether the idle stop execution condition is satisfied. When the idle stop execution condition is finally satisfied, execution of fuel injection, ignition, and the like is stopped without the driver shifting the ignition switch from the IG on state to the off state, and the engine shifts from the operation state to the stop state. Is done.
[0020]
During idle stop, that is, while the engine is temporarily stopped, the EFI-ECU 49 shifts the shift position of the transmission from the “N” range to the “D” range or the “R” range when the vehicle is an AT vehicle. It is determined whether or not the condition for releasing the idle stop is satisfied based on whether or not the shift has been performed, whether or not the brake operation has been released, and if the vehicle is an MT vehicle, whether or not the clutch pedal has been depressed. . As a result, when the condition for canceling the idle stop is satisfied, the starter 18 is activated without the driver shifting the ignition switch from the IG ON state to the starter ON state, and the engine is restarted.
[0021]
The vehicle power supply device 10 also includes a DC generator (alternator) 20 that generates power by rotation of the engine. The EFI-ECU 49 controls the generated voltage of the DC generator 20 according to the running state of the vehicle in order to improve the fuel efficiency. Specifically, at the time of steady running time and the engine idling the vehicle, the target generation voltage of the DC generator 20, within the appropriate preset V t1 ~V t2, no discharge of the lead battery 12 It is adjusted to such a value. Further, when the vehicle is decelerated (when the regenerative braking is activated), the target power generation voltage of the DC generator 20 is adjusted to a larger value than during steady running or idle operation (for example, V t2 ). In addition, at the time of vehicle acceleration, the generated voltage of the DC generator 20 becomes zero (that is, no power is generated), as during idle stop (that is, during engine stop).
[0022]
As described above, the EFI-ECU 49 of the present embodiment does not, in principle, execute control such that the DC generator 20 constantly generates power in order to improve fuel efficiency. However, as will be described in detail later, when the SOC of the lithium ion battery 14 deviates from a predetermined range, the EFI-ECU 49 executes a special control (constant power generation control) for the DC generator 20.
[0023]
The load 26 and the lead battery 12 are connected to the DC generator 20, and the lithium-ion battery 14 is connected via a DC / DC converter 22. The electric energy generated by the DC generator 20 is used as a power source of the load 26 and used to charge the lead battery 12 and / or the lithium ion battery.
[0024]
The DC generator 20 and the lead battery 12 are connected to the load 26, and the lithium ion battery 14 is connected to the load 26 via the DC / DC converter 22. The load 26 includes various auxiliary machines and a so-called by-wire system such as an accelerator and a brake. Auxiliary equipment includes headlamps, fog lamps, cornering signal lamps, lamps such as corner lamps, air conditioners such as air conditioners, audio systems, car navigation systems, ABS systems, electric oil pumps, meters, defoggers, wipers, and power windows. Etc. are included. Each auxiliary device and each by-wire system are mainly supplied with power from the DC generator 20 when the engine is operating, while they are mainly supplied with power from the lithium ion battery 14 when the engine is stopped such as during idle stop.
[0025]
The DC / DC converter 22 is a bidirectional DC / DC converter, which boosts the voltage of the lead battery 12 and supplies it to the lithium ion battery 14 according to the switching operation of a built-in power transistor. The voltage on the side is reduced and supplied to the lead battery 12 side.
[0026]
The DC / DC converter 22 is controlled by the ECO · ECU 24. The control performed by the ECO / ECU 24 on the DC / DC converter 22 includes control of the operation direction of the DC / DC converter 22, control of the output voltage of the Pb side terminal 13 of the DC / DC converter 22, and control of the DC / DC converter 22. And the control for stopping the operation of the DC / DC converter 22.
[0027]
Specifically, the ECO-ECU 24 generates two types of direction instruction signals (that is, a direction in which the voltage on the lead battery 12 side is boosted and supplied to the lithium ion battery 14 side, or the voltage on the lithium ion battery 14 side is stepped down. The direction of operation of the DC / DC converter 22 is controlled by selectively supplying the DC / DC converter 22 with the direction of supply to the lead battery 12 side.
[0028]
Furthermore, ECO · ECU 24 (in this example, an instruction value in the range of V t3 ~V t4) indicated value of the target output voltage of the Pb-side terminal 13 by supplying the DC / DC converter 22, DC / DC The output voltage of the Pb side terminal 13 of the converter 22 is controlled. When the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 is specified, the DC / DC converter 22 reduces the voltage of the lithium ion battery 14 to the specified value and outputs the voltage to the lead battery 12 side. Thereby, on the lithium ion battery 14 side, discharge depending on the target output voltage of the Pb side terminal 13 (or the power generation voltage of the DC generator 20) is realized.
[0029]
The control of the output voltage of the Pb side terminal 13 is executed in principle during idle stop. That is, during the idle stop, the lithium ion battery 14 functions as a power source for the load 26 instead of the lead battery 12, and the life of the lead battery 12 is prevented from being shortened.
[0030]
Furthermore, ECO · ECU 24 (in this example, an instruction value in the range of V t5 ~V t6) indicated value of the target output voltage of the Li-side terminal 15 by supplying the DC / DC converter 22, DC / DC The output voltage of the Li-side terminal 15 of the converter 22 is controlled. At this time, while monitoring the SOC of the lithium-ion battery 14, the ECO-ECU 24 determines the indicated value of the target output voltage of the Li-side terminal 15 so that the SOC of the lithium-ion battery 14 falls within an appropriate range. When the target output voltage of the Li-side terminal 15 of the DC / DC converter 22 is specified, the DC / DC converter 22 boosts the voltage of the lead battery 12 to the specified value and outputs it to the lithium ion battery 14. Thereby, charging of the lithium ion battery 14 according to the target output voltage is realized.
[0031]
The control of the output voltage of the Li-side terminal 15 is executed in principle during steady running of the vehicle, idle operation of the engine, and deceleration of the vehicle (during regenerative braking). At this time, also on the lead battery 12 side, charging depending on the target output voltage of the Li side terminal 15 and the generated voltage of the DC generator 20 is realized.
[0032]
Further, the ECO-ECU 24 supplies the control signal for stopping the operation of the DC / DC converter 22 to the DC / DC converter 22 or stops the supply of the above-mentioned direction instruction signal, thereby the DC / DC converter 22 is stopped. The operation of the DC / DC converter 22 is stopped in principle when the vehicle is accelerated. That is, during vehicle acceleration (at this time, the generated voltage of the DC generator 20 is zero as described above), charging of the lithium ion battery 14 is prohibited, and the lead battery 12 is used as a power source of the load 26. The fuel efficiency has been improved.
[0033]
As described above, the ECO-ECU 24 controls the SOC of the lithium-ion battery 14 through the control of the output voltage of the DC / DC converter 22. That is, when the SOC of the lithium-ion battery 14 deviates upward from the predetermined range, the ECO / ECU 24 responds to the discharge request signal from the BATT / ECU 60 to respond to the Pb-side terminal 13 of the DC / DC converter 22. By appropriately instructing the target output voltage, the discharge of the lithium ion battery 14 is promoted. On the other hand, when the SOC of lithium-ion battery 14 deviates downward from the predetermined range, ECO / ECU 24 responds to the charge request signal from BATT / ECU 60 and responds to the Li-side terminal 15 of DC / DC converter 22. By appropriately instructing the target output voltage, the charging of the lithium ion battery 14 is promoted.
[0034]
However, even when the above-described SOC control of the lithium ion battery 14 is performed, the following inconvenience may occur. That is, first, when a rise in the SOC of the lithium ion battery 14 cannot be suppressed due to some external factor, the overcharge state of the lithium ion battery 14 continues for a long time, The deterioration of the battery 14 is promoted.
[0035]
Second, when the SOC of the lithium ion battery 14 deviates from a predetermined range (30% to 75% in this example) due to frequent repetition of idle stop, deterioration of the lithium ion battery 14 is prevented. Although idle stop is prohibited in order to prevent the DC generator 20 from constantly generating power as described above, it may take time to recover the SOC of the lithium ion battery 14 to a predetermined range. In some cases, the frequency of stops is reduced, resulting in deterioration of fuel efficiency.
[0036]
On the other hand, in the present embodiment, as described in detail below with reference to FIG. 2, by appropriately controlling the DC / DC converter 22 and the DC generator 20 in accordance with the SOC of the lithium ion battery 14, The above disadvantages are prevented.
[0037]
FIG. 2 is a flowchart of a process executed by the ECO-ECU 24 and the EFI-ECU 49 of the present embodiment in cooperation to prevent the above-described inconvenience. Note that this processing routine may be executed, for example, every SOC calculation cycle of the lithium ion battery 14 (ie, every sampling cycle of the current sensor 40).
[0038]
In step 100, a process of determining whether or not the SOC of the lithium ion battery 14 is greater than a predetermined overcharge determination value Th1 (%) is executed. The overcharge determination value Th1 (%) may be a value higher than the upper limit (75% in this example) at which the idle stop is prohibited, and is 85% in this example. If the SOC of the lithium ion battery 14 is larger than the overcharge determination value Th1 (%), it is determined that the lithium ion battery 14 is in an overcharged state, and the routine proceeds to step 110, where it is equal to or less than the overcharge determination value Th1 (%). In the case of, the process proceeds to step 130.
[0039]
In step 110, processing for realizing immediate discharge of the lithium ion battery 14 is executed. Specifically, the EFI · ECU 49 fixes the target generated voltage of the DC generator 20 to a minimum value (V t1 in this example), and the ECO · ECU 24 connects the Pb side terminal 13 of the DC / DC converter 22 The target output voltage (instruction value) is fixed to the minimum value (V t3 in this example). As a result, rapid discharge from the lithium ion battery 14 to the lead battery 12 via the DC / DC converter 22 is realized.
[0040]
The process of step 110 is continued until it is determined in step 120 that the SOC of the lithium ion battery 14 has fallen below a predetermined discharge end determination value Th2 (%). That is, rapid discharge from the lithium ion battery 14 to the lead battery 12 via the DC / DC converter 22 is continued until it is determined that the overcharged state of the lithium ion battery 14 is sufficiently resolved. Note that the discharge end determination value Th2 (%) is set to a value (50% in this example) lower than an upper limit value (75% in this example) at which idle stop is prohibited. If it is determined in step 120 that the overcharged state of the lithium ion battery 14 has been sufficiently resolved, the target generation voltage of the DC generator 20 and the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 are determined. The fixed minimum value state is released, and the current routine ends.
[0041]
In step 110, the EFI · ECU 49 stops the operation of the DC generator 20 (that is, the power generation amount is set to zero), and the ECO · ECU 24 sets the target of the Pb side terminal 13 of the DC / DC converter 22. It is also possible to fix the output voltage (instruction value) to the voltage value of the lead battery 12 (for example, 12 V). Even in this case, rapid discharge is continued from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22, and the overcharge state of the lithium ion battery 14 can be immediately eliminated. is there.
[0042]
On the other hand, in step 130, a process of determining whether or not the SOC of lithium ion battery 14 is smaller than predetermined charge request determination value Th3 (%) is performed. The charge request determination value Th3 (%) may be a value higher than the lower limit (35% in this example) at which idle stop is prohibited, and is 45% in this example. If the SOC of the lithium ion battery 14 is smaller than the charge request determination value Th3 (%), it is determined that the lithium ion battery 14 needs to be charged with priority, and the process proceeds to step 140, where the charge request determination value Th3 ( %) Or more, the current routine ends without any further processing.
[0043]
In step 140, a process for promoting the charging of the lithium ion battery 14 is performed. Specifically, EFI · ECU 49 is, generation of the DC generator 20 controls to be performed at all times, to fix the target generation voltage of the DC generator 20 to a predetermined value within the range of V t1 ~V t2. As a result, the DC generator 20 generates power even during acceleration, where power generation is normally stopped, and the charging of the lithium ion battery 14 is promoted. In this step 140, in addition to the above-described processing of the EFI · ECU 49, it is also effective that the ECO · ECU 24 fixes the target output voltage (indicated value) of the Li-side terminal 15 of the DC / DC converter 22 to the maximum value. It is. In this case, charging of the lithium ion battery 14 is further promoted.
[0044]
The process of step 140 is continued until it is determined in the following step 150 that the SOC of the lithium ion battery 14 has exceeded a predetermined charge termination determination value Th4 (%). That is, charging of the lithium ion battery 14 from the DC generator 20 via the DC / DC converter 22 is continued until it is determined that the SOC of the lithium ion battery 14 has sufficiently increased. The charge end determination value Th4 (%) is set to a value (50% in this example) higher than the lower limit (35% in this example) at which idle stop is prohibited. If it is determined in step 150 that the SOC reduction state of the lithium ion battery 14 has been sufficiently eliminated, the continuous power generation state of the DC generator 20 and the fixed state of the target power generation voltage of the DC generator 20 are released. This routine ends.
[0045]
As described above, according to the present embodiment, even when the lithium ion battery 14 is in an overcharged state due to some abnormality, the amount of power generated by the DC generator 20 is suppressed so that the lithium ion battery 14 Since the discharge can be promoted, it is possible to immediately avoid an overload state in which the energy density inside the lithium ion battery 14 has increased.
[0046]
Further, in the present embodiment, as described above, when the SOC of the lithium ion battery 14 is within an appropriate range, the constant power generation of the DC generator 20 is suppressed, thereby improving the fuel efficiency. On the other hand, when the SOC of the lithium-ion battery 14 decreases, the DC generator 20 constantly generates power, thereby promptly recovering the SOC of the lithium-ion battery 14, and as a result, the idle stop frequency is increased. Is being improved. Therefore, according to the present embodiment, increasing the idle stop frequency contributes to the improvement of the fuel efficiency rather than suppressing the constant power generation of the DC generator 20, so that the fuel efficiency is improved as a whole.
[0047]
Although the preferred embodiment of the present invention has been described in detail, the present invention is not limited to the above-described embodiment, and various modifications and substitutions can be made to the above-described embodiment without departing from the scope of the present invention. Can be added.
[0048]
For example, while the above-described embodiment relates to a power supply control device including two batteries, that is, a lead battery 12 and a lithium ion battery 14, the present invention relates to a power control device including two or more batteries including the lithium ion battery 14. The present invention is applicable to any power supply control device having a battery.
[0049]
【The invention's effect】
According to the present invention, in a power supply control device including at least two batteries including a lithium ion battery, the SOC of the lithium ion battery can be effectively controlled.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle power supply device according to an embodiment of the present invention.
FIG. 2 is a flowchart of a process executed by an ECU according to the embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Vehicle power supply device 12 Lead battery 14 Lithium ion battery 16 Changeover switch 18 Starter 20 DC generator 22 DC / DC converter 24 ECO / ECU
26 Load 40 Current sensor 44 Voltage sensor 48 Temperature sensor 49 EFI / ECU
60 BATT / ECU

Claims (5)

  1. A lithium-ion battery, a DC / DC converter, a second battery connected to the lithium-ion battery via the DC / DC converter, and electricity supplied to the lithium-ion battery via the DC / DC converter A power supply device for a vehicle including a generator that generates energy,
    When the state of charge of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction to limit power generation, and power is supplied from the lithium ion battery to the second battery. A power supply device for a vehicle, characterized by controlling the DC / DC converter as described above.
  2. Controlling the generator in a direction to limit the power generation is to set a target power generation voltage of the generator to a minimum value, and power is supplied from the lithium ion battery side to the second battery side. 2. The vehicle power supply device according to claim 1, wherein controlling the DC / DC converter in such a manner is to set a target output voltage of the DC / DC converter on the second battery side to a minimum value. 3.
  3. The power supply device for a vehicle according to claim 1, wherein controlling the generator in a direction in which the power generation is restricted is to stop the operation of the generator.
  4. A lithium-ion battery, a DC / DC converter, a second battery connected to the lithium-ion battery via the DC / DC converter, and electricity supplied to the lithium-ion battery via the DC / DC converter A generator that generates energy, and supplies power from the lithium-ion battery to predetermined auxiliary equipment via the DC / DC converter at the time of idling stop, and generates power from the generator at least according to a running state of the vehicle. A power supply device for a vehicle,
    When the state of charge of the lithium ion battery falls below a predetermined value, suppression of power generation by the generator is released.
  5. The method according to claim 1, wherein suppressing the power generation of the generator is to stop the operation of the generator, and releasing the suppression of the power generation of the generator is not to stop the operation of the generator. 5. The vehicle power supply device according to 4.
JP2003016447A 2003-01-24 2003-01-24 Vehicle power supply Expired - Fee Related JP4110979B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2003016447A JP4110979B2 (en) 2003-01-24 2003-01-24 Vehicle power supply

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2003016447A JP4110979B2 (en) 2003-01-24 2003-01-24 Vehicle power supply

Publications (2)

Publication Number Publication Date
JP2004229447A true JP2004229447A (en) 2004-08-12
JP4110979B2 JP4110979B2 (en) 2008-07-02

Family

ID=32903902

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2003016447A Expired - Fee Related JP4110979B2 (en) 2003-01-24 2003-01-24 Vehicle power supply

Country Status (1)

Country Link
JP (1) JP4110979B2 (en)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008148389A (en) * 2006-12-06 2008-06-26 Auto Network Gijutsu Kenkyusho:Kk Power supply
JP2010058609A (en) * 2008-09-02 2010-03-18 Autonetworks Technologies Ltd Vehicular power supply device
US7816805B2 (en) 2007-11-22 2010-10-19 Denso Corporation Power supply system with multiphase motor and multiphase inverter
JP2010268625A (en) * 2009-05-15 2010-11-25 Mitsubishi Electric Corp Power supply system
JP2011163281A (en) * 2010-02-12 2011-08-25 Fuji Heavy Ind Ltd Idling stop vehicle
JP2011230618A (en) * 2010-04-27 2011-11-17 Denso Corp Power supply device
JP2012514554A (en) * 2009-01-07 2012-06-28 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh In-vehicle power supply network for vehicles with start / stop system
WO2012157235A1 (en) * 2011-05-17 2012-11-22 マツダ株式会社 Vehicle control device
JP2013028295A (en) * 2011-07-29 2013-02-07 Furukawa Electric Co Ltd:The Onboard power supply device
KR20140104985A (en) * 2011-12-06 2014-08-29 르노 에스.아.에스. Method for managing an alternator combined with at least one power battery and driven by a heat engine
CN104276046A (en) * 2013-07-02 2015-01-14 本田技研工业株式会社 Vehicle power supply device
JP2016506498A (en) * 2012-11-30 2016-03-03 テスラ モーターズ,インコーポレーテッド Response to overcharge event detection in battery elements connected in series
US9849793B2 (en) 2013-10-08 2017-12-26 Toyota Jidosha Kabushiki Kaisha Electrical storage system for vehicle
US10000168B2 (en) 2011-11-22 2018-06-19 Continental Automotive Gmbh Vehicle electrical system and method for operating a vehicle electrical system

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008148389A (en) * 2006-12-06 2008-06-26 Auto Network Gijutsu Kenkyusho:Kk Power supply
US7816805B2 (en) 2007-11-22 2010-10-19 Denso Corporation Power supply system with multiphase motor and multiphase inverter
JP2010058609A (en) * 2008-09-02 2010-03-18 Autonetworks Technologies Ltd Vehicular power supply device
JP2012514554A (en) * 2009-01-07 2012-06-28 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh In-vehicle power supply network for vehicles with start / stop system
JP2010268625A (en) * 2009-05-15 2010-11-25 Mitsubishi Electric Corp Power supply system
JP2011163281A (en) * 2010-02-12 2011-08-25 Fuji Heavy Ind Ltd Idling stop vehicle
JP2011230618A (en) * 2010-04-27 2011-11-17 Denso Corp Power supply device
WO2012157235A1 (en) * 2011-05-17 2012-11-22 マツダ株式会社 Vehicle control device
JP2012240486A (en) * 2011-05-17 2012-12-10 Mazda Motor Corp Vehicle control device
US9254751B2 (en) 2011-05-17 2016-02-09 Mazda Motor Corporation Vehicle control device
JP2013028295A (en) * 2011-07-29 2013-02-07 Furukawa Electric Co Ltd:The Onboard power supply device
US9180826B2 (en) 2011-07-29 2015-11-10 Furukawa Electric Co., Ltd. In-vehicle power supply apparatus
US10000168B2 (en) 2011-11-22 2018-06-19 Continental Automotive Gmbh Vehicle electrical system and method for operating a vehicle electrical system
US9682629B2 (en) 2011-12-06 2017-06-20 Renault S.A.S. Method for managing an alternator combined with at least one power battery and driven by a heat engine
JP2015517944A (en) * 2011-12-06 2015-06-25 ルノー エス.ア.エス. Method for managing an alternator combined with at least one power battery and driven by a heat engine
KR20140104985A (en) * 2011-12-06 2014-08-29 르노 에스.아.에스. Method for managing an alternator combined with at least one power battery and driven by a heat engine
KR102078123B1 (en) * 2011-12-06 2020-02-17 르노 에스.아.에스. Method for managing an alternator combined with at least one power battery and driven by a heat engine
JP2016506498A (en) * 2012-11-30 2016-03-03 テスラ モーターズ,インコーポレーテッド Response to overcharge event detection in battery elements connected in series
JP2015009791A (en) * 2013-07-02 2015-01-19 本田技研工業株式会社 Vehicle power supply device
CN104276046A (en) * 2013-07-02 2015-01-14 本田技研工业株式会社 Vehicle power supply device
US9849793B2 (en) 2013-10-08 2017-12-26 Toyota Jidosha Kabushiki Kaisha Electrical storage system for vehicle

Also Published As

Publication number Publication date
JP4110979B2 (en) 2008-07-02

Similar Documents

Publication Publication Date Title
US9421867B2 (en) Electric vehicle
DE102012005993B4 (en) Power supply control device for a vehicle
JP5889750B2 (en) Vehicle power supply system
JP5919857B2 (en) Charge / discharge control device
US9493150B2 (en) Control device for hybrid vehicle, and hybrid vehicle incorporating control device
JP5757298B2 (en) Vehicle power supply system and vehicle equipped with the same
JP4241845B2 (en) Vehicle control device, control method, program for realizing the method, and recording medium recording the program
JP4179352B2 (en) Vehicle power control device
JP3685945B2 (en) Engine control device for hybrid vehicle
JP3568941B2 (en) Hybrid vehicle control device
US9248827B2 (en) Hybrid vehicle and control method thereof
JP3857146B2 (en) Control device for hybrid vehicle
US9254799B2 (en) Power source control apparatus for vehicle
JP3926518B2 (en) Battery control device for hybrid vehicle
DE102011084777B4 (en) Vehicle power supply system
JP3967043B2 (en) Control device for hybrid vehicle
US7173396B2 (en) Hybrid electric vehicle with enhanced battery control
JP3582479B2 (en) Vehicle battery charge control device
JP3912475B2 (en) Power generation control device for hybrid electric vehicle
EP1340908B1 (en) Power supply control system for vehicle and method
US20110202220A1 (en) Control device for electric vehicle
KR100419937B1 (en) Regenerative control apparatus of hybrid electric vehicle
EP2746083B1 (en) Traveling mode switching controller of hybrid electric vehicle
US20140156132A1 (en) Control device and control method for hybrid vehicle
KR101986615B1 (en) Hybrid electric vehicle, drive control method and drive control device of hybrid electric vehicle

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20050913

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20070710

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20070907

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20080318

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20080331

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110418

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120418

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120418

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130418

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20140418

Year of fee payment: 6

LAPS Cancellation because of no payment of annual fees