JP2006197739A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the detection accuracy and detection frequency of the rate of battery charge. <P>SOLUTION: This controller executes decelerating regenerative power generation to generate power with a generator at decelerative operation, and executes compulsive power generation to generate power with a generator when a battery charge rate estimate SOC falls under a specified value. Then, it detects the battery charge rates SOCs, based on the generated voltage of the generator and the charge current of a battery at decelerating regenerative power generation or at start of battery charge by compulsive power generation. This way, it detects the battery charge rates SOCs at start of battery charge, in short, when it is switched into charge after a measure of continuation of battery charge, whereby it detects the battery charge rates SOCs each time in condition that the charge/discharge histories immediately before are roughly the same thereby improving the detection accuracy of the battery charge rates SOCs, and also it detects the battery charge rates SOCs each time it starts the charge of the battery thereby increasing the detection frequency of the battery charge rates SOCs. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle control device that drives a generator with the power of an internal combustion engine and charges a battery with electric power generated by the generator.

  In general, in a vehicle equipped with an internal combustion engine, the battery is charged with the electric power generated by the generator during operation of the internal combustion engine. However, in recent years, the battery is deteriorated due to deterioration of fuel consumption due to overcharge of the battery or overdischarge of the battery. In order to prevent the deterioration of the battery, it is required to control the state of charge of the battery (for example, the charging ratio) within an appropriate range. To satisfy this requirement, the state of charge of the battery is monitored. There is a need.

  In general, since the open terminal voltage of the battery changes according to the state of charge of the battery, the battery open terminal voltage is information on the battery charge state. Therefore, when the battery charging / discharging current becomes almost zero and the battery voltage becomes the open terminal voltage state, the battery charge state can be determined by detecting the battery open terminal voltage with a voltage sensor or the like. . However, during operation of the internal combustion engine, there is very little opportunity for the battery voltage to be in the open terminal voltage state (the charge / discharge current of the battery is almost zero), so the battery open terminal voltage can be detected by a voltage sensor or the like. There are very few opportunities.

  Thus, there is a battery open terminal voltage that can be calculated during charge / discharge of the battery by calculating the battery open terminal voltage from the correlation between the current and voltage during charge / discharge of the battery. However, depending on the type of battery, the correlation between current and voltage during charging / discharging of the battery is not constant, and the voltage of the battery changes according to the previous charging / discharging history. In the method of calculating the battery open terminal voltage from the relationship, the battery open terminal voltage cannot be obtained with high accuracy.

Therefore, as described in Patent Document 1 (Japanese Patent Laid-Open No. 2000-30748), when the battery voltage is in the open terminal voltage state, the battery open terminal voltage V0 is detected by a voltage sensor or the like, and the battery is charged. Some battery charge / discharge currents are integrated during discharge, and the battery open terminal voltage V0 is corrected based on the integrated value to obtain the battery open terminal voltage during battery charge / discharge.
JP 2000-30748 A (page 4 etc.)

  By the way, even if the charging current and discharging current of the battery have the same absolute value, the degree of influence on the battery open terminal voltage is different. However, in the technique of Patent Document 1 described above, when the battery open terminal voltage is obtained, the integrated value of the charge / discharge current obtained by treating the charge current and discharge current of the battery equally is used. The battery open terminal voltage calculation accuracy may be affected by the influence, and the battery charge state cannot be accurately determined from such an inaccurate battery open terminal voltage.

  As a countermeasure, for example, the battery open / close terminal voltage is obtained by forcibly carrying out charging and discharging of the battery under a predetermined condition during operation of the internal combustion engine and making the immediately preceding charging / discharging history the same. It is conceivable that the battery open terminal voltage is accurately obtained without being affected by the previous charge / discharge history and the battery state is accurately determined. However, in this method, in order to detect the battery charge state, it is necessary to forcibly charge and discharge the battery to make the previous charge / discharge history the same, which wastes energy. There is a disadvantage that fuel consumption deteriorates.

  The present invention has been made in consideration of such circumstances. Accordingly, the object of the present invention is to improve the detection accuracy and the detection frequency of the battery charge state and to prevent deterioration of fuel consumption. An object of the present invention is to provide a control device for a vehicle that can be used.

  In order to achieve the above object, an invention according to claim 1 is directed to a generator driven by the power of an internal combustion engine, a battery charged with electric power generated by the generator, and a generator during operation of the internal combustion engine. And a power generation control means for controlling the power generation of the vehicle, wherein the power generation voltage of the generator is detected by the voltage detection means, the charging current of the battery is detected by the current detection means, and the battery is detected by the charge state detection means. The charging state of the battery is detected based on the power generation voltage of the generator and the charging current of the battery at the start of charging.

  In general, when a battery is charged by the power generation of the generator, the battery charging current varies depending on the power generation voltage of the generator and the state of charge of the battery. Can be used to detect the state of charge of the battery. In addition, the present invention can detect the battery charge state at the start of battery charge, that is, when the battery discharge is switched to charge for some time, so the charge / discharge history immediately before is almost the same. In this state, the battery charge state can be detected, and the battery charge state detection accuracy can be improved. In addition, since the battery charge state can be detected every time the battery is charged by the power generation of the generator during the operation of the internal combustion engine, the detection frequency of the battery charge state can be increased and the battery charge state can be There is no need to forcibly charge or discharge the battery in order to detect it, and fuel consumption can be prevented from deteriorating.

  In this case, as in claim 2, it is preferable to control the generator so that the generated current of the generator becomes maximum at the start of charging of the battery. In this way, when charging the battery, that is, when switching from discharging to charging, the charging current of the battery can be rapidly increased to increase the difference between the charging current and the discharging current. It is possible to further improve the detection accuracy of the battery charging current at the start of battery charging, and thus the detection accuracy of the battery charge state.

  Further, as in claim 3, the state of charge of the battery may be detected based on the average power generation voltage of the generator and the average charge current of the battery during the battery charging period. In this way, the battery charge state can be detected at the end of the charge when the battery is continuously charged to a certain extent, and the battery charge state is detected each time the charge / discharge history just before is almost the same. It is possible to improve the detection accuracy of the battery charge state. In this case as well, as with the first aspect, the frequency of detection of the battery charge state can be increased, and deterioration of fuel consumption can be prevented.

  According to a fourth aspect of the present invention, it is preferable that the decelerating regenerative power generation that is generated by the power generator during the deceleration operation is performed, and the state of charge of the battery is detected by the charge state detecting means during the execution of the decelerating regenerative power generation. Since deceleration regenerative power generation is performed in a region where the rotational speed of the internal combustion engine is relatively high, when the battery is charged by decelerating regenerative power generation, the rotational speed of the generator is relatively high and the generated current (charging current) increases. Thereby, the difference between the charging current and the discharging current can be increased, and the detection accuracy of the battery charging current and hence the detection accuracy of the battery charging state can be improved.

  According to a fifth aspect of the present invention, the current detection unit is configured to detect a charging current and a discharging current of a battery, and immediately before a period when the battery charging state is not detected by the charging state detection unit. Charge state estimation means for estimating the charge state of the battery based on the charge current and discharge current of the battery detected by the current detection means with the detected value of the battery charge state detected by the charge state detection means as an initial value is provided. May be. In this way, it is possible to estimate the charge state of the battery even at times other than the detection timing of the battery charge state (at the start of battery charge or at the end of charge).

  In this case, as in claim 6, it is preferable to execute forced power generation by the generator when the estimated value of the battery state of charge estimated by the state of charge estimating means becomes a predetermined value or less. In this way, even when the battery charging state is not detected (when the charging of the battery starts or at the end of charging), the battery charging state is forcibly generated when the estimated value of the battery charging state falls below a predetermined value. It is possible to recover and control the battery charge state within an appropriate range.

  Further, as in the seventh aspect, the state of charge of the battery may be detected by the state of charge detection means even when forced power generation is performed. In this way, the battery charge state can be detected with high accuracy even when the battery is charged by forced power generation.

  Generally, since the battery charge state changes according to the battery temperature, the battery temperature may be detected and the detected value of the battery charge state may be corrected according to the temperature. . In this way, the detection value of the battery charge state can be corrected in response to the change of the battery charge state according to the temperature of the battery, and the detection accuracy of the battery charge state can be further improved. .

  In addition, when the battery deteriorates, the characteristics of the battery change, and the relationship between the power generation voltage of the generator, the charging current of the battery, and the charging state of the battery changes. There is a high possibility that the detection accuracy of the battery charge state based on the battery charge is lowered and the battery charge state is erroneously detected.

  As a countermeasure against this, it is also possible to provide a deterioration detecting means for detecting the deterioration of the battery as in claim 9 so as to prohibit the detection of the battery charge state when the deterioration of the battery is detected. In this way, it is possible to prevent erroneous detection of the battery charge state due to deterioration of the battery, and it is possible to improve the detection reliability of the battery charge state.

  Hereinafter, the best mode for carrying out the present invention will be described using two Examples 1 and 2.

A first embodiment of the present invention will be described with reference to FIGS.
First, a schematic configuration of the entire system will be described with reference to FIG. An intake pipe 12 of an engine 11 that is an internal combustion engine is provided with a throttle valve 13 whose opening is adjusted by a motor or the like, and a throttle opening sensor 14 that detects the throttle opening. Further, the surge tank 15 provided on the downstream side of the throttle valve 13 is provided with an intake manifold 16 for introducing air into each cylinder of the engine 11, and fuel is supplied to the vicinity of the intake port of the intake manifold 16 of each cylinder. A fuel injection valve 17 for injection is attached.

  In the automatic transmission 18, the input shaft 21 of the torque converter 20 is connected to the crankshaft 19 of the engine 11, and the transmission gear mechanism 23 is connected to the output shaft 22 of the torque converter 21. Inside the torque converter 20, a pump impeller 24 and a turbine runner 25 constituting a fluid coupling are provided facing each other, and a stator 26 that rectifies the flow of oil is provided between the pump impeller 24 and the turbine runner 25. It has been. The pump impeller 24 is connected to the input shaft 21 of the torque converter 20, and the turbine runner 25 is connected to the output shaft 22 of the torque converter 20.

  The torque converter 20 is provided with a lockup clutch 27 for bringing the input shaft 21 side and the output shaft 22 side into a direct connection state. The output torque of the engine 11 is transmitted to the transmission gear mechanism 23 via the torque converter 20, and is shifted by a plurality of gears of the transmission gear mechanism 23 and transmitted to the drive shaft of the wheel.

  The engine 11 is provided with an engine rotational speed sensor 28 that detects an engine rotational speed Ne (= input shaft rotational speed of the torque converter 20), and the automatic transmission 18 includes a turbine that is an output shaft rotational speed of the torque converter 20. A turbine rotational speed sensor 29 for detecting the rotational speed Nt (rotational speed of the turbine runner 25) is provided. Further, the brake operation is detected by the brake switch 30, and the vehicle speed is detected by the vehicle speed sensor 31.

  On the other hand, the rotation of the crank pulley 33 connected to the crankshaft 19 is transmitted to the field coil generator 32 (alternator) via the belt 34, and the generator 32 is rotationally driven by the power of the crankshaft 19. The generated power is charged in the battery 37. The generator 32 is connected to a voltage detection circuit 38 (voltage detection means) that detects the generated voltage of the generator 32, and the battery 37 is connected to a current detection circuit 39 that detects a charging current and a discharging current of the battery 37. (Current detection means) is connected.

  Outputs of the various sensors, voltage detection circuit 38 and current detection circuit 39 described above are input to a control circuit (hereinafter referred to as “ECU”) 35. The ECU 35 is composed of one or a plurality of microcomputers that comprehensively control the engine 11 and the automatic transmission 18, and executes various control programs (not shown) according to the engine operating state. The fuel injection amount of the fuel injection valve 17 and the ignition timing of an ignition plug (not shown) are controlled, and the hydraulic control circuit 36 of the automatic transmission 18 is controlled in accordance with the operating range of the shift lever and the operating conditions to change the speed. The gear ratio of the gear mechanism 23 is switched.

  Further, the ECU 35 controls the engagement force of the lockup clutch 27 during the deceleration operation, and is the difference between the output shaft rotational speed (turbine rotational speed Nt) of the torque converter 20 and the input shaft rotational speed (engine rotational speed Ne). Lockup slip control (hereinafter referred to as “L / U slip control”) for controlling the slip amount of the lockup clutch 27 is performed.

  Further, the ECU 35 executes each power generation control routine described later, thereby performing decelerated regenerative power generation that is generated by the generator 32 during the L / U slip control during the deceleration operation, as shown in the time chart of FIG. At the same time, as shown in the time chart of FIG. 15, forced power generation is performed in which the generator 32 generates power when a charge ratio estimated value SOC of a battery 37 described later becomes lower than a predetermined value (for example, 89%). .

  At this time, as shown in the time chart of FIG. 14, the ECU 35 determines the charging rate SOCs of the battery 37 based on the generated voltage of the generator 32 and the charging current of the battery 37 at the start of charging of the battery 37 by the deceleration regenerative power generation. In addition to the detection, as shown in the time chart of FIG. 15, the charging ratio SOCs of the battery 37 is detected based on the generated voltage of the generator 32 and the charging current of the battery 37 at the start of charging of the battery 37 by forced power generation.

Further, as shown in the time charts of FIGS. 14 and 15, when the ECU 35 detects the charging rate SOCs of the battery 37, the ECU 35 sets the charging rate detection value SOCs of the battery 37 as the initial value SOCi (this initial value SOCi ( = Charge rate detection value SOCs of battery 37) is added to the charge / discharge current of battery 37 in a predetermined calculation cycle to obtain charge rate estimate value SOC of battery 37.
Hereinafter, processing contents of each routine for power generation control executed by the ECU 35 will be described.

[Main routine]
The main routine shown in FIG. 2 is executed at a predetermined cycle while the ECU 35 is powered on, and serves as power generation control means in the claims. When this routine is started, first, in step 101, a battery charge ratio estimation routine of FIG. 3 described later is executed to estimate the battery charge ratio SOC.

  Thereafter, in step 102, a deceleration regenerative power generation permission determination routine of FIG. 6 described later is executed, and the deceleration regenerative power generation permission flag XGEN is set to “1” indicating that the decelerating regenerative power generation is permitted or reset to “0”. Then, in the next step 103, a forced power generation permission determination routine of FIG. 7 to be described later is executed, and the forced power generation permission flag XHATU is set to “1” meaning forced power generation permission or reset to “0”.

  After this, the routine proceeds to step 104, where it is determined whether the deceleration regeneration power generation permission flag XGEN or the forced power generation permission flag XHATU is set to “1”. As a result, when it is determined that both the deceleration regenerative power generation permission flag XGEN and the forced power generation permission flag XHATU are reset to “0”, the routine is terminated without executing the processing from step 105 onward. .

  On the other hand, if it is determined in step 104 that at least one of the deceleration regenerative power generation permission flag XGEN and the forced power generation permission flag XHATU is set to “1”, the processing after step 105 is performed as follows. And run. First, in step 105, a generator control current calculation routine of FIG. 8 to be described later is executed to calculate the control current Aopen of the generator 32. In the next step 106, the control current Aopen is applied to the field coil of the generator 32. A process of generating electricity by flowing it.

  Thereafter, the routine proceeds to step 107, where a battery charge ratio detection routine of FIG. 11 to be described later is executed, and at the start of charging of the battery 37 by deceleration regenerative power generation or forced power generation, the power generation voltage Volt of the generator 32 and the charging current of the battery 37 The battery charge rate SOCs is detected based on the Culb.

[Battery charge rate estimation routine]
The battery charge ratio estimation routine shown in FIG. 3 is a subroutine executed in step 101 of the main routine of FIG. 2, and serves as a charge state estimation means in the claims. When this routine is started, first, in step 201, an initial value setting routine of FIG. 5 described later is executed to set an initial value SOCi of the estimated battery charge ratio.

Thereafter, the routine proceeds to step 202, where it is determined whether or not the initial value SOCi has been updated. When it is determined that the initial value SOCi has been updated, the routine proceeds to step 203, where the battery charge ratio estimated value SOC is set to the initial value SOCi. Update.
SOC = SOCi

  On the other hand, if it is determined in step 202 that the initial value SOCi has not been updated, the process proceeds to step 204 where the battery current BA (charge current or discharge current) detected by the current detection circuit 39 is greater than zero. It is determined whether or not. As a result, if it is determined that the battery current BA is greater than 0, it is determined that the battery 37 is in a charging state in which a charging current flows, and the process proceeds to step 205 to estimate the battery charging ratio shown in FIG. The current inflow rate Ksoci corresponding to the current battery charge rate estimated value SOC is calculated with reference to a map of the current inflow rate Ksoci using the SOC as a parameter.

  In general, when the battery charging rate exceeds a predetermined value, the rate of contribution to charging of the charging current of the battery 37 tends to decrease as the battery charging rate increases. Therefore, the map of the current inflow rate Ksoci in FIG. The current inflow rate Ksoci is fixed to 100%, which is the upper limit value, in the region where the charging rate estimated value SOC is equal to or less than the predetermined value, and the current inflow rate Ksoci is greater than 100% in the region where the battery charge rate estimated value SOC is higher than the predetermined value. The current inflow ratio Ksoci is set to be lower as the battery charge ratio estimated value SOC becomes lower and the battery charge ratio estimated value SOC becomes higher.

Thereafter, the process proceeds to step 206, where a value obtained by multiplying the battery charging current BA (> 0) by the current inflow ratio Ksoci by the following equation is added to the previous battery charging ratio estimated value SOC to obtain the current battery charging ratio estimated value SOC. Ask.
SOC = SOC + BA × Ksoci

  On the other hand, if it is determined in step 204 that the battery current BA is 0 or less, it is determined that the battery 37 is in a discharging state in which the discharge current flows out, and the process proceeds to step 207 where the current flows out. The ratio Ksoco is set to the upper limit value of 100%.

Thereafter, the process proceeds to step 208, where the value obtained by multiplying the battery discharge current BA (≦ 0) by the current outflow rate Ksoco by the following equation is added to the previous battery charge rate estimated value SOC, and the current battery charge rate estimated value SOC is obtained. Ask.
SOC = SOC + BA × Ksoco

[Initial value setting routine]
The initial value setting routine shown in FIG. 5 is a subroutine executed in step 201 of the battery charge ratio estimation routine of FIG. When this routine is started, it is first determined in step 301 whether or not the IG switch (ignition switch) has been turned on. In the next step 302, whether the engine speed Ne has exceeded a predetermined value (for example, 400 rpm). Determine whether or not.

  If it is determined in step 301 that the IG switch is turned off, or if it is determined in step 302 that the engine speed Ne is less than or equal to a predetermined value, the routine proceeds to step 303, where the initial value SOCi is set. While holding at 0%, the temporary initial value setting flag XSOCib is held at “0”.

  Thereafter, when it is determined in step 301 that the IG switch has been turned on, and in step 302 that it is determined that the engine speed Ne has exceeded a predetermined value, the routine proceeds to step 304 where the temporary initial value SOCib is set to 80%. Then, the temporary initial value setting flag XSOCib is set to “1”.

Thereafter, in steps 305 to 307, it is determined whether or not all of the following conditions (1) to (3) are satisfied.
(1) The engine speed Ne exceeds a predetermined value (for example, 400 rpm) (step 305).
(2) The generator 32 is generating power (for example, the generated voltage is 13.5 V or more) (step 306).
(3) The state where the battery charging current is a predetermined value (for example, 5A) or more continues for a predetermined time (for example, 1 minute) (step 307).
When it is determined that the above conditions (1) to (3) are all satisfied, the process proceeds to step 308, the temporary initial value SOCib is set to 90%, and the temporary initial value setting flag XSOCib is set to “2”. Set to.

Thereafter, the process proceeds to step 309, where it is determined whether or not the temporary initial value SOCib has been set based on whether or not the temporary initial value setting flag XSOCib is other than “0”, and it is determined that the temporary initial value SOCib has been set. Then, the process proceeds to step 310, and the temporary initial value SOCib is set as the initial value SOCi.
SOCi = SOCib

Thereafter, the process proceeds to step 311 where it is determined whether or not the battery charge rate SOCs is detected based on whether or not a battery charge rate detection flag XSOCs described later is other than “0” and the battery charge rate SOCs is detected. If it is determined, the process proceeds to step 312, and the battery charge ratio detection value SOCs is set to the initial value SOCi.
SOCi = SOCs
In the initial value calculation routine of FIG. 5 described above, the processes in steps 305 to 308 may be omitted.

[Deceleration regeneration power generation permission judgment routine]
The deceleration regeneration power generation permission determination routine shown in FIG. 6 is a subroutine executed in step 102 of the main routine of FIG. When this routine is started, first, in steps 401 to 403, it is determined whether or not an execution condition for the deceleration regenerative power generation control is satisfied. Here, the execution condition of the deceleration regenerative power generation control is to satisfy all of the following conditions (1) to (3), for example.

(1) The throttle opening is fully closed (step 401).
(2) L / U slip control during deceleration operation is being performed (step 402)
(3) The engine rotational speed Ne is higher than a predetermined value α corresponding to the deceleration regenerative power generation end rotational speed (L / U slip control end rotational speed) (step 403).
Instead of the above condition (3), the turbine rotational speed Nt or the vehicle speed may be higher than a predetermined value.

  If all of the above conditions (1) to (3) are satisfied, the condition for executing the deceleration regenerative power generation control is satisfied, but if any one of the above conditions (1) to (3) is not satisfied The execution condition of the deceleration regenerative power generation control is not satisfied.

  If it is determined in steps 401 to 403 that the execution condition of the deceleration regenerative power generation control is not satisfied, the process proceeds to step 404 to reset or maintain the deceleration regenerative power generation permission flag XGEN to “0”.

  On the other hand, if it is determined in steps 401 to 403 that the execution condition for the deceleration regenerative power generation control is satisfied, the process proceeds to step 405, where the deceleration regenerative power generation permission flag XGEN is set or maintained at "1".

[Forced power generation permission determination routine]
The forced power generation permission determination routine shown in FIG. 7 is a subroutine executed in step 103 of the main routine in FIG. When this routine is started, first, at step 501, it is determined whether or not the current battery charge ratio estimated value SOC is lower than a predetermined value (for example, 89%).

  If it is determined in step 501 that the battery charge ratio estimated value SOC is equal to or greater than the predetermined value, the process proceeds to step 502, and the forced power generation permission flag XHATU is reset or maintained to “0”.

  On the other hand, if it is determined in step 501 that the estimated value SOC of the battery charge ratio is lower than the predetermined value, the process proceeds to step 503, where the forced power generation permission flag XHATU is set or maintained at “1”.

[Generator control current calculation routine]
The generator control current calculation routine shown in FIG. 8 is a subroutine executed in step 105 of the main routine of FIG. When this routine is started, first, in step 601, the battery 37 is charged depending on whether the deceleration regeneration power generation permission flag XGEN or the forced power generation permission flag XHATU has been switched from “0” to “1”. It is determined whether or not it is a start time (that is, when deceleration regenerative power generation starts or forced power generation starts).

  If it is determined in step 601 that charging of the battery 37 is started, the process proceeds to step 602, where the generator control current Aopen is set to the maximum value Amax (for example, control duty value 100%). As a result, the maximum value Amax of the generator control current is passed through the field coil of the generator 32 at the start of charging of the battery 37 to maximize the generated current of the generator 32.

  Thereafter, if it is determined in step 601 that it is not at the start of charging of the battery 37, the process proceeds to step 603, where the turbine rotational speed Nt detected by the turbine rotational speed sensor 29 (the output shaft rotational speed of the torque converter 20). Is read.

  Thereafter, the process proceeds to step 604, where a base control current Abase corresponding to the current turbine rotational speed Nt is calculated with reference to a map of the base control current Abase using the turbine rotational speed Nt shown in FIG. 9 as a parameter.

  The map of the base control current Abase in FIG. 9 is set so that the base control current Abase decreases as the turbine rotational speed Nt decreases. In short, as the control current (field current) of the generator 32 increases, the field magnetic field increases and the drive torque of the generator 32 increases, so that the deceleration energy of the vehicle (turbine rotational speed Nt, vehicle speed) during deceleration operation. If the control current of the generator 32 is large in the region where the rotational speed of the generator 32 is low, the engine rotational speed Ne may drop due to the large driving torque of the generator 32, resulting in an engine stall. As a countermeasure, as shown in the map of FIG. 9, if the base control current Abase is reduced as the vehicle deceleration energy (turbine rotational speed Nt, vehicle speed) decreases during deceleration operation, the vehicle deceleration energy decreases during deceleration operation. As the rotational speed of the generator 32 becomes lower, the drive torque of the generator 32 can be lowered to prevent the engine rotational speed Ne from dropping or stalling. However, in the region where the turbine rotational speed Nt is relatively high or higher, the kinetic energy of the vehicle is large and the rotational speed of the generator 32 is high, so the base control current Abase is fixed to the upper limit value.

  In place of the map of base control current Abase in FIG. 9, a base control current Abase according to the current vehicle speed or engine speed Ne is referred to by referring to a map of base control current Abase using the vehicle speed or engine speed Ne as a parameter. Abase may be calculated.

  Thereafter, the process proceeds to step 605, and the correction coefficient Ks corresponding to the current battery voltage is calculated with reference to the map of the correction coefficient Ks using the battery voltage as a parameter shown in FIG. 10A.

  In the map of the correction coefficient Ks in FIG. 10A, the correction coefficient Ks is fixed to 1 in the region where the battery voltage is equal to or higher than the target voltage (for example, 12V), and the correction coefficient Ks is larger than 1 in the region where the battery voltage is lower than the target voltage. Thus, the correction coefficient Ks is set to increase as the battery voltage decreases. Thus, as the battery voltage becomes lower than the target voltage, the generator control current A0pen (Aopen = Abase × Ks) is corrected to be increased to increase the generated current of the generator 32, thereby preventing the battery charge from being lowered. ing.

  Instead of the map of FIG. 10A, the correction coefficient Ks corresponding to the current battery charge ratio estimated value SOC is calculated with reference to the map of the correction coefficient Ks using the battery charge ratio estimated value SOC shown in FIG. 10B as a parameter. You may make it do.

Thereafter, the process proceeds to step 606, where the base control current Abase is multiplied by the correction coefficient Ks by multiplying the base control current Abase by the correction coefficient Ks to obtain the generator control current Aopen.
Aopen = Abase × Ks

Thereafter, the process proceeds to step 607, where it is determined whether or not the generator control current Aopen is equal to or greater than a lower limit guard value (for example, 0), and if the generator control current Aopen is smaller than the lower limit guard value, step 608 is performed. Then, the generator control current Aopen is guarded with the lower limit side guard value (Aopen = 0).
On the other hand, if it is determined in step 607 that the generator control current Aopen is greater than or equal to the lower limit guard value, the generator control current Aopen is employed as it is.

[Battery charge ratio detection routine]
The battery charge ratio detection routine shown in FIG. 11 is a subroutine executed in step 107 of the main routine of FIG. 2, and serves as a charge state detection means in the claims. When this routine is started, first, at step 701, it is determined whether or not the battery deterioration flag XREK is set to “1” meaning that the battery 37 is deteriorated. The battery deterioration flag XREK is set to “1” or reset to “0” by a battery deterioration diagnosis routine (deterioration detection means) (not shown).

  If it is determined in step 701 that the battery 37 has deteriorated, the routine is terminated without performing the processing related to the battery charge ratio detection in and after step 702, and the detection of the battery charge ratio SOCs is prohibited. To do. The processing in step 701 serves as a charging state detection prohibiting means in the claims.

  On the other hand, if it is determined in step 701 that the battery 37 has not deteriorated, processing relating to battery charge ratio detection in step 702 and subsequent steps is executed as follows. First, in step 702, depending on whether the decelerating regenerative power generation permission flag XGEN or the forced power generation permission flag XHATU has just switched from “0” to “1”, charging of the battery 37 (that is, decelerating regenerative power generation starts) is started. Or when forced power generation starts).

  If it is determined in step 702 that the charging of the battery 37 is started, the process proceeds to step 703, where the battery charging rate detection flag XSOCs is “0” indicating that the battery charging rate SOCs is not detected. Determine whether.

  As a result, when it is determined that the battery charge rate SOCs is not detected at the start of charging of the battery 37, the process proceeds to step 704, and after reading the generated voltage Volt of the generator 32 detected by the voltage detection circuit 38, Proceeding to step 705, the charging current Culb of the battery 37 detected by the current detection circuit 39 is read.

  Thereafter, the process proceeds to step 706, where the current power generation voltage Volt and the charging current Culb of the battery 37 are referred to with reference to the map of the battery charge ratio detection value SOCs using the power generation voltage Volt and the battery charging current Culb as parameters shown in FIG. The battery charge ratio detection value SOCs corresponding to is calculated.

  The map of the battery charge ratio detection value SOCs in FIG. 12 is created in advance using the relationship among the power generation voltage Volt, the battery charge current Culb, and the battery charge ratio obtained based on experimental data, design data, and the like. Stored in ROM.

  Thereafter, the process proceeds to step 707, where the temperature correction coefficient Kon corresponding to the current battery temperature is calculated with reference to the map of the temperature correction coefficient Kon using the battery temperature as a parameter shown in FIG. The battery temperature may be detected by a temperature sensor or the like, but may be estimated based on the outside air temperature, the intake air temperature, the cooling water temperature, or the like.

  In general, since the battery charge ratio decreases as the battery temperature decreases, the map of the temperature correction coefficient Kon in FIG. 13 is such that the temperature correction coefficient Kon decreases as the battery temperature decreases and the battery charge ratio detection value SOCs decreases. Is set.

After calculating the temperature correction coefficient Kon, the process proceeds to step 708, where the battery charge ratio detection value SOCs is multiplied by the temperature correction coefficient Kon, thereby correcting the battery charge ratio detection value SOCs with the temperature correction coefficient Kon and finally charging the battery. The ratio detection value SOCs is obtained.
SOCs = SOCs x Kon
Thereafter, the process proceeds to step 709, where the battery charge ratio detection flag XSOCs is set to “1” which means that the battery charge ratio SOCs has been detected.

  Thereafter, if it is determined in step 702 that it is not the time to start charging the battery 37, or if it is determined in step 703 that the battery charge ratio detection flag XSOCs is “1”, the process proceeds to step 710. Then, the battery charge ratio detection value SOCs is reset to “0”, the battery charge ratio detection flag XSOCs is reset to “0”, and this routine ends.

  In the first embodiment described above, the generated voltage of the generator 32 and the battery are charged at the start of charging of the battery 37 by decelerating regenerative power generation or forced power generation, that is, when the discharge of the battery 37 is continuously switched to charging. Since the battery charge ratio SOCs is detected based on the charge current of 37, the battery charge ratio SOCs can be detected each time the previous charge / discharge history is almost the same, and the battery charge ratio SOCs is detected. Accuracy can be improved. In addition, since the battery charge rate SOCs can be detected every time the battery is charged by deceleration regenerative power generation or forced power generation during engine operation, the frequency of detection of the battery charge rate SOCs can be increased, and the battery charge rate can be increased. There is no need to forcibly charge or discharge the battery 37 in order to detect the ratio SOCs, and it is possible to prevent a decrease in energy recovery efficiency and a deterioration in fuel consumption.

  In the first embodiment, since the power generation current of the generator 32 is maximized when the charging of the battery 37 is started, the charging of the battery 37 is started, that is, when the battery 37 is switched from discharging to charging. Thus, the charging current of the battery 37 can be rapidly increased to increase the difference between the charging current and the discharging current, and the detection accuracy of the battery charging current at the start of charging of the battery 37 and thus the detection accuracy of the battery charge ratio SOCs can be further improved. be able to. Moreover, since the decelerating regenerative power generation is executed in a region where the engine speed is relatively high, when the battery 37 is charged by the decelerating regenerative power generation, the rotational speed of the generator 32 becomes relatively high and the generated current increases. Thus, the charging current of the battery 37 can be increased to further increase the difference between the charging current and the discharging current, and the battery charging rate SOCs can be detected with higher accuracy.

  In the first embodiment, when the battery charge ratio SOCs is detected, the battery charge ratio detection value SOCs is set as the initial value SOCi, and the initial value SOCi (= battery charge ratio detection value SOCs) is set at a predetermined calculation cycle. The battery charge ratio estimated value SOC is obtained by integrating the charge / discharge current of the battery 37, and forced power generation is executed when the battery charge ratio estimated value SOC becomes a predetermined value or less. Even at times other than the detection timing of SOCs, the battery charge ratio SOC can be estimated based on the charge / discharge current of the battery 37 and the battery charge ratio detection value SOCs, and the battery charge ratio estimation value SOC becomes a predetermined value or less. If the battery charge rate is increased by forced power generation, the battery charge rate is controlled within the appropriate range. Can.

  In the first embodiment, since the battery charge ratio detection value SOCs is corrected with the temperature correction coefficient Kon corresponding to the battery temperature, the battery charge ratio changes in accordance with the battery temperature. The charge ratio detection value SOCs can be corrected, and the detection accuracy of the battery charge ratio SOCs can be further improved.

  Further, when the battery 37 is deteriorated, the characteristics of the battery 37 change, and the relationship between the generated voltage, the battery charging current, and the battery charging rate changes. Therefore, the detection of the battery charging rate SOCs based on the generated voltage and the battery charging current is detected. Although the accuracy is low and there is a high possibility of erroneous detection of the battery charge rate SOCs, in the first embodiment, detection of the battery charge rate SOCs is prohibited when the battery 37 is deteriorated. It is possible to prevent erroneous detection of the battery charge rate SOCs.

Next, a second embodiment of the present invention will be described with reference to FIGS.
In the first embodiment, the battery charge ratio SOCs is detected based on the power generation voltage of the generator 32 and the charging current of the battery 37 at the start of charging of the battery 37 by deceleration regenerative power generation or forced power generation. In Example 2, by executing the battery charge ratio detection routine of FIG. 16, as shown in the time charts of FIG. 18 and FIG. 19, at the end of charging of the battery 37 by deceleration regenerative power generation or forced power generation, The battery charge ratio SOCs is detected based on the average value of the generated voltage of the generator 32 and the average value of the charging current of the battery 37.

  In the battery charge ratio detection routine shown in FIG. 16, first, in step 801, it is determined whether or not the battery deterioration flag XREK is set to “1” meaning that the battery 37 has deteriorated, and the battery 37 has deteriorated. If it is determined, the routine is terminated without performing the process related to the battery charge ratio detection after step 802, and the detection of the battery charge ratio SOCs is prohibited.

  On the other hand, if it is determined in step 801 that the battery 37 has not deteriorated, processing relating to battery charge ratio detection in step 802 and subsequent steps is executed as follows. First, in step 802, whether or not the battery 37 is being charged (that is, during decelerating regenerative power generation or forced power generation) depending on whether the decelerating regenerative power generation permission flag XGEN or the forced power generation permission flag XHATU is set to “1”. Determine whether or not.

If it is determined in step 802 that the battery 37 is being charged, the process proceeds to step 803, the charge counter JC that measures the elapsed time from the start of charging the battery 37 is counted up, and then the process proceeds to step 804. Then, the power generation voltage integrated value VSUM is updated by adding the power generation voltage Volt of the generator 32 detected this time to the power generation voltage integrated value VSUM up to the previous time.
VSUM = VSUM + Volt

Thereafter, the process proceeds to step 805, and the battery charging current integrated value CSUM is updated by adding the charging current Culb of the battery 37 detected this time to the battery charging current integrated value CSUM up to the previous time.
CSUM = CSUM + Culb

  Thereafter, when it is determined in step 802 that the battery 37 is not being charged, the process proceeds to step 806 where the decelerating regenerative power generation permission flag XGEN or the forced power generation permission flag XHATU is switched from “1” to “0”. It is determined whether or not it is at the end of charging of the battery 37 (that is, at the end of deceleration regenerative power generation or forced power generation) depending on whether or not it is immediately after.

  If it is determined in step 806 that the charging of the battery 37 has been completed, the process proceeds to step 807, where the generated voltage integrated value VSUM during the battery charging period is set to the count value of the charging counter JC (that is, the charging start of the battery 37 is started). Divided by the elapsed time from the end of charging to the end of charging) to obtain the average generated voltage AVolt during the battery charging period.

  Thereafter, the process proceeds to step 808, and the battery charging current integrated value CSUM during the battery charging period is divided by the count value of the charging counter JC to obtain the battery charging current average value ACulb during the battery charging period.

  Thereafter, the process proceeds to step 809, where the generation voltage average value AVolt and the battery charge are referred to with reference to the map of the battery charge ratio detection value SOCs using the generation voltage average value AVolt and the battery charge current average value ACulb as parameters shown in FIG. A battery charge ratio detection value SOCs according to the current average value ACulb is calculated.

  The map of the battery charge ratio detection value SOCs in FIG. 17 is created using the relationship among the generated voltage average value AVolt, the battery charge current average value ACulb, and the battery charge ratio obtained in advance based on experimental data, design data, and the like. And stored in the ROM of the ECU 35.

Thereafter, the process proceeds to step 810, the temperature correction coefficient Kon corresponding to the current battery temperature is calculated with reference to the map of the temperature correction coefficient Kon using the battery temperature as a parameter shown in FIG. 13, and then the process proceeds to step 810. The final battery charge ratio detection value SOCs is obtained by correcting the battery charge ratio detection value SOCs with the temperature correction coefficient Kon.
SOCs = SOCs x Kon
Thereafter, the process proceeds to step 812, where the battery charge ratio detection flag XSOCs is set to “1” which means that the battery charge ratio SOCs has been detected.

  Thereafter, when it is determined in step 806 that the charging of the battery 37 is not completed, the process proceeds to step 813, where the battery charge ratio detection value SOCs is reset to “0” and the battery charge ratio detection flag XSOCs is set to “ Then, the generated voltage integrated value VSUM and the battery charging current integrated value CSUM are both reset to “0”, and this routine is terminated.

  In the second embodiment described above, when the charging of the battery 37 by the deceleration regenerative power generation or the forced power generation ends, that is, when the charging of the battery 37 is continuously switched to the discharging to some extent, the average generated voltage during the battery charging period. Since the battery charge rate SOCs is detected based on the value and the battery charge current average value, the battery charge rate SOCs can be detected each time the previous charge / discharge history is substantially the same, and the battery charge rate The detection accuracy of SOCs can be improved. In the second embodiment, as in the first embodiment, the battery charge ratio SOCs can be detected every time the battery is charged by the deceleration regenerative power generation or the forced power generation during the engine operation. The frequency of detecting SOCs can be increased, and it is not necessary to forcibly charge or discharge the battery 37 in order to detect the battery charge rate SOCs, thereby preventing a decrease in energy recovery efficiency and a deterioration in fuel consumption. be able to.

  The first embodiment and the second embodiment are combined to detect the battery charge ratio SOCs based on the power generation voltage and the battery charging current at the start of charging of the battery 37 by decelerating regenerative power generation or forced power generation, and at the same time decelerating regenerative power. At the end of charging of the battery 37 by power generation or forced power generation, the battery charge ratio SOCs may be detected based on the generated voltage average value and the battery charge current average value during the battery charging period.

It is a schematic block diagram of the whole system in Example 1 of this invention. It is a flowchart which shows the flow of a process of a main routine. It is a flowchart which shows the flow of a process of a battery charge ratio estimation routine. It is a figure which shows notionally an example of the map of electric current inflow ratio Ksoci. It is a flowchart which shows the flow of a process of an initial value setting routine. It is a flowchart which shows the flow of a process of the deceleration regeneration electric power generation permission determination routine. It is a flowchart which shows the flow of a process of a forced power generation permission determination routine. It is a flowchart which shows the flow of a process of a generator control current calculation routine. It is a figure which shows notionally an example of the map of base control current Abase. It is a figure which shows notionally an example (the 1) of map of the correction coefficient Ks. It is a figure which shows notionally an example (the 2) of the map of correction coefficient Ks. 6 is a flowchart illustrating a process flow of a battery charge ratio detection routine according to the first embodiment. It is a figure which shows notionally an example of the map of battery charge ratio detection value SOCs of Example 1. FIG. It is a figure which shows notionally an example of the map of the temperature correction coefficient Kon. 3 is a time chart illustrating an execution example of battery charge ratio detection at the start of battery charging by deceleration regenerative power generation according to the first embodiment. 6 is a time chart illustrating an execution example of battery charge ratio detection at the start of battery charging during forced power generation according to the first embodiment. 7 is a flowchart illustrating a process flow of a battery charge ratio detection routine according to a second embodiment. It is a figure which shows notionally an example of the map of the battery charge ratio detection value SOCs of Example 2. FIG. It is a time chart which shows the execution example of the battery charge ratio detection at the time of the end of battery charge by the deceleration regenerative power generation of Example 2. 6 is a time chart illustrating an execution example of battery charge ratio detection at the end of battery charging due to forced power generation according to the second embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 18 ... Automatic transmission, 19 ... Crankshaft, 20 ... Torque converter, 23 ... Transmission gear mechanism, 27 ... Lock-up clutch, 28 ... Engine rotational speed sensor, 29 ... Turbine rotational speed sensor, 32 ... Generator, 35 ... ECU (power generation control means, charge state detection means, charge state estimation means, charge state detection prohibition means), 37 ... battery, 38 ... voltage detection circuit (voltage detection means), 39 ... current detection circuit (Current detection means)

Claims (9)

Control of a vehicle comprising a generator driven by the power of an internal combustion engine, a battery charged with electric power generated by the generator, and power generation control means for controlling power generation of the generator during operation of the internal combustion engine In the device
Voltage detection means for detecting the power generation voltage of the generator;
Current detecting means for detecting a charging current of the battery;
A vehicle control apparatus comprising: a charge state detection unit configured to detect a charge state of the battery based on a power generation voltage of the generator and a charge current of the battery at a start of charging of the battery.   The vehicle control device according to claim 1, wherein the power generation control unit controls the power generator so that a power generation current of the power generator becomes maximum when charging of the battery is started. Control of a vehicle comprising a generator driven by the power of an internal combustion engine, a battery charged with electric power generated by the generator, and power generation control means for controlling power generation of the generator during operation of the internal combustion engine In the device
Voltage detection means for detecting the power generation voltage of the generator;
Current detecting means for detecting a charging current of the battery;
Control of a vehicle, comprising: a charging state detection unit that detects a charging state of the battery based on an average generated voltage of the generator and an average charging current of the battery during a charging period of the battery. apparatus. The power generation control means executes decelerated regenerative power generation that causes the generator to generate power during deceleration operation,
4. The vehicle control device according to claim 1, wherein the charging state detection unit detects a charging state of the battery when the deceleration regenerative power generation is executed. 5.   The current detection unit is configured to detect a charging current and a discharging current of the battery, and is detected by the charging state detection unit immediately before a period in which the battery charging state is not detected by the charging state detection unit. A charge state estimation unit for estimating a charge state of the battery based on a charge current and a discharge current of the battery detected by the current detection unit with a detection value of the battery charge state as an initial value is provided. Item 5. The vehicle control device according to any one of Items 1 to 4.   The said power generation control means performs the forced power generation made to generate electric power with the said generator, when the estimated value of the battery charge state estimated by the said charge state estimation means becomes below a predetermined value. Vehicle control device.   The vehicle control device according to claim 6, wherein the charging state detection unit detects a charging state of the battery even when the forced power generation is performed. Temperature detecting means for detecting the temperature of the battery;
The said charge state detection means is provided with the means to correct | amend the detected value of the said battery charge state according to the battery temperature detected by the said temperature detection means, The said any one of Claim 1 thru | or 7 characterized by the above-mentioned. Vehicle control device. Deterioration detecting means for detecting deterioration of the battery;
9. A charging state detection prohibiting unit for prohibiting detection of a battery charging state by the charging state detecting unit when the deterioration detecting unit detects deterioration of the battery. The vehicle control apparatus according to claim 1.

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