JP2016043794A - Battery control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To keep a battery SOC at a high level at the time of delivery without degrading fuel cost, in a battery control device of a vehicle.SOLUTION: A control part monitors charge/discharge currents of a battery to control a generation voltage of a power generator. During engine operation, the control part estimates whether a vehicle is before delivery or after delivery (S1). If estimated to be before delivery, a generation voltage of a power generator is set to be a predetermined voltage Va which is higher than in a case where it is estimated to be after delivery (S2).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a battery control device for a vehicle in which a generator driven by an engine to generate electricity charges a battery.

  Conventionally, various techniques have been proposed in order to avoid a voltage drop of a vehicle battery. For example, in Patent Document 1, in a configuration in which supply of dark current to a vehicle electrical load that is in an ignition-off state is stopped when the battery voltage becomes equal to or lower than a threshold value, the threshold value is increased during transportation to suppress a decrease in battery voltage. The technology is disclosed.

JP-A-11-334498

  In a vehicle, the power generation voltage of the generator is usually set lower than the upper limit value of the battery voltage. For example, while the upper limit value of the battery voltage is 14.8V, the power generation voltage of the generator is set to 14.0V. This is for avoiding deterioration of fuel consumption due to high voltage power generation, and taking into consideration that the vehicle is unlikely to be left for a long time in a normal state.

  On the other hand, immediately after delivery, the battery voltage and SOC (State Of Charge) may decrease due to the vehicle being left unattended for a long time. A decrease in battery voltage or SOC tends to lead to problems such as difficulty in starting the engine and a tendency to cause battery deterioration. Further, in a vehicle having an idling stop function, for example, when the condition that the battery SOC is equal to or greater than a threshold is given as a condition for automatic engine stop, idling stop is unlikely to occur immediately after delivery due to a decrease in the battery SOC. Cause the phenomenon.

  SUMMARY OF THE INVENTION An object of the present invention is to make it possible to maintain a high battery SOC at the time of vehicle delivery without reducing fuel consumption in a battery control device for a vehicle.

  In order to achieve the above object, in the present invention, a battery control device for a vehicle monitors the charge / discharge current of the battery, a generator driven by the engine to generate electric power and charge the battery, A control unit that controls the power generation voltage of the generator, and the control unit can estimate whether the vehicle is before delivery or after delivery when the engine is operating, and when estimating that the vehicle is before delivery, The power generation voltage of the generator is set to a predetermined voltage that is higher than when it is estimated that the vehicle has been delivered.

  With the above configuration, when the vehicle is estimated to be before delivery, the power generation voltage of the generator that charges the battery is set to a predetermined voltage higher than after delivery. As a result, the battery SOC can be maintained high before the vehicle is delivered without affecting the fuel efficiency after the vehicle is delivered, so that problems caused by the decrease in the battery SOC can be avoided before the vehicle is delivered.

  In the above configuration, when the control unit detects that a fuse related to a predetermined vehicle electrical load has been removed, it may be configured to estimate that the vehicle is not delivered.

  With the above configuration, since the fuse related to the predetermined vehicle electric load is removed, it is presumed that the vehicle is before delivery, so a special switch or the like is used to estimate whether the vehicle is delivered or after delivery. There is no need to provide new means.

  In the above configuration, the vehicle may have an idling stop function that automatically stops the engine on condition that the SOC (State of Charge) of the battery is equal to or greater than a threshold value when the vehicle is stopped.

  With the above-described configuration, it is possible to avoid the problem that the idling stop is less likely to occur due to the decrease in the battery SOC immediately after delivery of the vehicle having the idling stop function.

  Furthermore, in the above configuration, it is preferable that the control unit disables the idling stop function when it is estimated that the vehicle is not delivered.

  Thereby, since idling stop does not occur before the vehicle is delivered, the battery charging time can be increased, and the battery SOC can be easily increased.

  Alternatively, in the above configuration, when the control unit estimates that the vehicle has not been delivered, it is preferable that the SOC threshold value of the battery in the idling stop condition is set to a higher value than when the vehicle has been estimated to have been delivered.

  Thereby, since idling stop is unlikely to occur before delivery, the battery charging time can be increased, and the battery SOC can be easily increased.

  In each of the above configurations, when the control unit estimates that the vehicle has been delivered, the control unit performs on / off control of the generator based on the SOC of the battery. It is preferable not to execute the on / off control of the generator based on the above.

  Thereby, after delivery, the fuel consumption is improved by the on / off control of the generator based on the battery SOC, while the on / off control of the generator based on the battery SOC is not executed before the delivery, so that the battery SOC can be easily increased. it can.

  In each of the above-described configurations, it is preferable that the control unit lowers the generated voltage of the generator from the predetermined voltage when recognizing that the battery is fully charged when it is estimated that the vehicle is not delivered.

  Thereby, before delivery, it is possible to suppress the risk of gas generation near the full charge of the battery while maintaining the battery SOC high.

  According to the present invention, since the battery SOC can be maintained high before delivery without affecting the fuel efficiency after delivery, problems caused by a decrease in the battery SOC can be avoided before delivery. .

Schematic which shows the structure of the battery control apparatus of the vehicle which concerns on embodiment. The flowchart which shows schematic operation | movement of the controller in embodiment. Flow chart showing the first embodiment Flow chart showing the second embodiment

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram showing a configuration of a vehicle battery control device according to the present embodiment. The configuration in FIG. 1 realizes deceleration energy regeneration and idling stop.

  In the configuration of FIG. 1, a regenerative alternator 1 as a generator is driven by a vehicle engine (not shown) to generate electric power, and converts driving energy of the vehicle into generated electric power at least when the vehicle is decelerated. The regenerative alternator 1 is a variable voltage type (for example, 12V to 25V) alternator that is belt-driven by an engine and efficiently regenerates kinetic energy during deceleration or the like. High voltage up to 25V is possible.

  The battery 2 is a general lead storage battery. The battery 2 is charged with the power generated by the regenerative alternator 1. A current sensor 9 is provided on the negative terminal side of the battery 2. The charge / discharge current of the battery 2 can be detected by the current sensor 9.

  The capacitor 3 is a power source that can instantly store a large amount of regenerated electric energy and efficiently extract and use it. For example, the capacitor 3 is a large-capacity low-resistance electric double layer capacitor. The capacitor 3 is connected to the regenerative alternator 1, stores the power generated by the regenerative alternator 1, and supplies the stored power to the vehicle electrical load 5 via the DC / DC converter 4. For example, the capacitor 3 can store a maximum voltage of about 25V.

  The DC / DC converter 4 is provided between the regenerative alternator 1 and the capacitor 3 and the vehicle electrical load 5. For example, the DC / DC converter 4 steps down the output voltage of the capacitor 3 to the operating voltage of the vehicle electrical load 5 and outputs it. The DC / DC converter 4 is provided between the step-down circuit 11 serving as the main body of the DC / DC converter 4, the bypass relay 12 provided in parallel with the step-down circuit 11, the output of the step-down circuit 11 and the battery 2. IR relay 13, diode 14 provided in parallel with IR relay 13, and control unit 15. The control unit 15 controls the operation and output voltage of the step-down circuit 11 and the opening / closing operations of the bypass relay 12 and the IR relay 13.

  The vehicle electrical load 5 includes, for example, a power steering 21, an air conditioner 22, an audio 23, a room lamp 24, and the like. Further, fuses 31, 32, 33, and 34 are provided on the power supply lines to the elements of the vehicle electrical load 5, respectively. The starter 6 starts the engine. An interruption relay 7 is provided between the capacitor 3, the regenerative alternator 1 and the DC / DC converter 4.

  The controller 8 is connected to the in-vehicle network and can communicate with the control unit 15 in the DC / DC converter 4. The controller 8 receives inputs from various sensors such as a vehicle speed sensor and an accelerator pedal opening sensor mounted on the vehicle, and performs control for idling stop and idling restart. And in this embodiment, the controller 8 plays a role as a control part in the battery control apparatus of the said vehicle. That is, the controller 8 monitors the charge / discharge current of the battery 2 by receiving the output of the current sensor 9 via the in-vehicle network, and estimates and manages the SOC (State Of Charge) of the battery 2. Moreover, the controller 8 controls the power generation voltage of the regenerative alternator 1 via the in-vehicle network. Further, the controller 8 can estimate whether the vehicle is before delivery or after delivery when the engine is operating.

  FIG. 2 is a flowchart showing a schematic operation of the controller 8 in the present embodiment. When the engine is started, the controller 8 estimates whether the vehicle is before delivery or after delivery (S1). When it is estimated that the vehicle has not been delivered, the power generation voltage of the regenerative alternator 1 is set to the voltage Va (S2). On the other hand, when it is estimated that the vehicle has been delivered, the power generation voltage of the regenerative alternator 1 is set to the voltage Vb (S3). Here, the voltage Va is higher than the voltage Vb. That is, before delivery, the power generation voltage of the regenerative alternator 1 is set to a predetermined voltage Va higher than after delivery. For example, when the upper limit value of the voltage of the battery 2 is 14.8V, Va is 14.5V and Vb is 14.0V.

  Since the vehicle during normal use is unlikely to be left for a long time, the power generation voltage of the generator is set to be considerably lower than the upper limit value of the battery voltage in consideration of fuel consumption deterioration due to high voltage power generation. There are many cases. On the other hand, there is a case where the vehicle is left for a long time before the vehicle is delivered, and thus the battery SOC may be lowered at the time of delivery. The decrease in the battery SOC is likely to lead to problems such as difficulty in starting the engine and easy deterioration of the battery. Further, in the case of a vehicle having an idling stop function that automatically stops the engine on condition that the battery SOC is equal to or greater than a threshold value, a phenomenon occurs in which idling stop is unlikely to occur immediately after delivery.

  Therefore, as in the present embodiment, by setting the power generation voltage of the generator to a predetermined voltage that is higher than after delivery, the battery SOC is reduced before delivery without affecting the fuel efficiency after delivery. Can be kept high. Thereby, at the time of vehicle delivery, the malfunction resulting from the fall of battery SOC can be avoided beforehand. In addition, it is possible to avoid the phenomenon that idling stop hardly occurs immediately after delivery. Furthermore, when the vehicle is delivered, the battery charging operation can be omitted, and the work cost can be reduced.

  In the present embodiment, whether the vehicle is before delivery or after delivery is estimated based on the presence or absence of the fuse 34 related to the room lamp 24. For example, a meter controller (not shown) periodically receives signals from the loop lamp 24 and manages its operation. For this reason, when the fuse 34 related to the room lamp 24 is removed, the meter controller cannot receive a signal from the room lamp 24 and outputs a predetermined error signal. When the controller 8 receives the predetermined error signal from the meter controller, the controller 8 estimates that the vehicle is not delivered. Note that the method for determining the presence or absence of a fuse is not limited to the one shown here. Further, it may be determined before or after delivery based on the presence or absence of a vehicle electrical load fuse other than the room lamp 24.

  It is assumed that the vehicle has the fuse 34 associated with the room lamp 24 removed before delivery, and the fuse 34 is installed at the time of delivery. Actually, in order to reduce wasteful power consumption for vehicle electrical loads that do not operate but do not interfere with work before delivery, such as audio 23 and room lamp 24, remove the fuse before delivery. Yes. For this reason, the controller 8 can estimate whether the vehicle is before delivery or after delivery without providing any new means.

  Note that other means may be used to estimate whether the vehicle is before delivery or after delivery. For example, a dedicated switch may be provided on the instrument panel. Alternatively, an upper limit value of the engine start frequency may be set, and if the engine start frequency does not exceed the upper limit value, it may be estimated that the vehicle has been delivered before being delivered, and if it has been exceeded, the vehicle has been delivered. Alternatively, when a predetermined test code is input as an operation program of the controller 8, it may be estimated that the vehicle has been delivered.

  Hereinafter, specific examples will be described.

<First embodiment>
FIG. 3 is a flowchart showing a first example of the present embodiment. As shown in FIG. 3, when the engine is started (Yes in S11), the controller 8 determines whether or not the fuse 34 of the room lamp 24 has been removed (S12). When the fuse 34 is removed, it is estimated that the vehicle has not been delivered. When the fuse 34 has not been removed, it is estimated that the vehicle has been delivered.

  It is assumed that the fuse 34 has been removed before the vehicle is delivered. The controller 8 estimates that the vehicle is not delivered (Yes in S12), and sets the power generation voltage of the regenerative alternator 1 to a predetermined voltage Va (S13). As described above, this voltage Va is higher than the generated voltage Vb set after delivery. By increasing the power generation voltage before delivery, the SOC of the battery 2 can be made closer to the target value even in a short time operation of the engine before delivery. Further, when it is estimated that the vehicle is not delivered, the controller 8 invalidates the idling stop function (S14). When the idling stop occurs, the regenerative alternator 1 stops as the engine stops, and the battery 2 is not charged. Therefore, in this embodiment, the idling stop function is disabled before the vehicle is delivered in order to increase the charging opportunities of the battery 2 as much as possible.

  Then, the controller 8 determines whether or not the SOC information of the battery 2 has already been managed (S15). When the SOC information is already managed, the controller 8 updates the SOC information based on the charge / discharge current value of the battery 2 received from the current sensor 9 (S16). On the other hand, when the new battery 2 has been installed and the controller 8 does not yet have the SOC information, the battery 2 is fully charged when the charging current value becomes equal to or lower than the predetermined reference value Io (Yes in S17). It is estimated that a state has been reached, and SOC 100% is stored (S18).

  On the other hand, when the vehicle is delivered and the fuse 34 is not removed, the following operation is performed. The controller 8 estimates that the vehicle has been delivered (No in S12), and sets the power generation voltage of the regenerative alternator 1 to a predetermined voltage Vb (S19). As described above, the voltage Vb is lower than the power generation voltage Va set before delivery. By lowering the generated voltage after delivery, reduction in fuel consumption can be suppressed. Further, when it is estimated that the vehicle has been delivered, the controller 8 returns the idling stop function to the valid state (S1A).

  Then, on / off control of the regenerative alternator 1 based on the target SOC is performed (S1B). That is, the regenerative alternator 1 is stopped when the SOC of the battery 2 exceeds the target value A, and the regenerative alternator 1 is activated when the SOC of the battery 2 falls below the target value B. Here, target value A> target value B. The on / off control of the regenerative alternator 1 is performed in order to improve the fuel consumption of the vehicle. However, prior to delivery, priority is given to maintaining the SOC of the battery 2 higher than improvement in fuel consumption, and the on / off control of the regenerative alternator 1 is not executed. Then, the controller 8 updates the SOC information based on the charge / discharge current value of the battery 2 received from the current sensor 9 (S1C).

<Second embodiment>
FIG. 4 is a flowchart showing a second example of the present embodiment. As shown in FIG. 4, when the engine is started (Yes in S21), the controller 8 determines whether or not the fuse 34 of the room lamp 24 has been removed (S22). When the fuse 34 is removed, it is estimated that the vehicle has not been delivered. When the fuse 34 has not been removed, it is estimated that the vehicle has been delivered.

  It is assumed that the fuse 34 has been removed before the vehicle is delivered. The controller 8 estimates that the vehicle is not delivered (Yes in S22), and sets the power generation voltage of the regenerative alternator 1 to a predetermined voltage Va higher than the power generation voltage Vb set after the vehicle is delivered (S23). Further, when it is estimated that the vehicle has not been delivered, the controller 8 sets the battery SOC threshold value under the idling stop condition to a higher value than when it has been estimated that the vehicle has been delivered (S24). For example, the threshold value of the battery SOC in normal driving after delivery is 65%, whereas the threshold value of the battery SOC is set to 95% before delivery. When the idling stop occurs, the regenerative alternator 1 stops as the engine stops, and the battery 2 is not charged. Therefore, in this embodiment, in order to increase the charging opportunities of the battery 2 as much as possible before delivery, the SOC threshold value of the idling stop condition is set high so that idling stop is unlikely to occur.

  When the charging current value exceeds the predetermined reference value Io (No in S25), the controller 8 updates the SOC information based on the charging / discharging current value of the battery 2 received from the current sensor 9 (S26). On the other hand, when the charging current value is equal to or smaller than the predetermined reference value Io (Yes in S25), it is estimated that the battery 2 is fully charged, and SOC 100% is stored (S27). At this time, the controller 8 sets the power generation voltage of the regenerative alternator 1 to a voltage lower than the power generation voltage Va set before delivery, for example, the voltage Vb set after delivery (S28). A voltage different from the voltage Vb may be set. Even before delivery, when recognizing that the battery 2 is fully charged, by reducing the power generation voltage of the regenerative alternator 1 from the predetermined voltage Va, there is a concern about gas generation while maintaining the SOC of the battery 2 high. Can be suppressed. Thereafter, if the fuse 34 has been removed, the process returns to step S25, and if not, the process proceeds to step S2A (S29).

  On the other hand, when the vehicle is delivered and the fuse 34 is not removed, the following operation is performed. The controller 8 estimates that the vehicle has been delivered (No in S22 and S29), and sets the power generation voltage of the regenerative alternator 1 to a voltage Vb that is lower than the power generation voltage Va set before vehicle delivery (S2A). Further, when it is estimated that the vehicle has been delivered, the controller 8 returns the threshold value of the battery SOC in the idling stop condition to the set value in the normal running (S2B). For example, the threshold value of the battery SOC is returned from 95% to 65%. As a result, the idling stop function functions normally after delivery.

  Then, on / off control of the regenerative alternator 1 based on the target SOC is performed (S2C). That is, the regenerative alternator 1 is stopped when the SOC of the battery 2 exceeds the target value A, and the regenerative alternator 1 is activated when the SOC of the battery 2 falls below the target value B. Here, target value A> target value B. Then, the controller 8 updates the SOC information based on the charge / discharge current value of the battery 2 received from the current sensor 9 (S2D).

  As described above, according to the present embodiment, when the vehicle is estimated to be before delivery, the power generation voltage of the regenerative alternator 1 that charges the battery 2 is set to a predetermined voltage higher than after delivery. As a result, the battery SOC can be maintained high before the vehicle is delivered without affecting the fuel efficiency after the vehicle is delivered, so that problems caused by the decrease in the battery SOC can be avoided before the vehicle is delivered.

  In the present embodiment, the configuration for realizing the deceleration energy regeneration and the idling stop is described as an example. However, the deceleration regeneration energy system and the idling stop function are not essential in the present embodiment. That is, the present embodiment can be applied to any configuration including a battery and a generator that is driven by an engine to generate power and charge the battery.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention provides a battery control device for a vehicle that includes a battery and a generator that is driven by an engine to generate electric power and charge the battery, in order to maintain the battery SOC at the time of delivery without reducing fuel consumption. It is valid.

First-generation alternator (generator)
2 Battery 5 Vehicle electrical load 8 Controller (control unit)
9 Current sensor 24 Room lamp (predetermined vehicle electrical load)
34 fuse

Claims (7)

A battery control device for a vehicle,
Battery,
A generator driven by an engine to generate electricity and charge the battery;
A controller that monitors the charge / discharge current of the battery and controls the generated voltage of the generator;
The controller is
When the engine is running, it can be estimated whether the vehicle is before delivery or after delivery, and
A battery control device for a vehicle, wherein when it is estimated that the vehicle has not been delivered, the power generation voltage of the generator is set to a predetermined voltage higher than that when the vehicle has been estimated to be delivered. The battery control device for a vehicle according to claim 1,
The battery control device for a vehicle, wherein the control unit estimates that the vehicle is not delivered when it is detected that a fuse related to a predetermined vehicle electrical load is removed. The battery control device for a vehicle according to claim 1,
The vehicle battery control device according to claim 1, wherein the vehicle has an idling stop function for automatically stopping the engine on condition that an SOC (State of Charge) of the battery is equal to or greater than a threshold value when the vehicle is stopped. The battery control device for a vehicle according to claim 3,
The battery control device for a vehicle, wherein the control unit invalidates an idling stop function when it is estimated that the vehicle is not delivered. The battery control device for a vehicle according to claim 3,
When the controller estimates that the vehicle is not delivered, the battery SOC control device for the vehicle sets the SOC threshold value of the battery in the idling stop condition to a value higher than that estimated when the vehicle is delivered. In the battery control device for a vehicle according to any one of claims 1 to 5,
When it is estimated that the vehicle has been delivered, the control unit executes on / off control of the generator based on the SOC of the battery. On the other hand, when it is estimated that the vehicle has not been delivered, the control unit performs on / off control of the generator based on the SOC of the battery. The battery control device for a vehicle is characterized by not executing. In the battery control device for a vehicle according to any one of claims 1 to 6,
When the control unit recognizes that the battery is fully charged when it is estimated that the vehicle has not been delivered, the battery control device for the vehicle reduces the generated voltage of the generator from the predetermined voltage.

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