JP2016107733A - Vehicular power supply controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent excessive prolongation of time required for a bypass switch element to be turned on, when an output current of a voltage converter is in a state of exceeding a current threshold.SOLUTION: A vehicular power supply controller comprises: a first power storage part in which an upper limit voltage is set to a prescribed voltage value; a second power storage part in which an upper limit voltage is set to a voltage higher than the prescribed voltage value, and which can be charged/discharged faster than the first power storage part; and a control part which, when an output current of a voltage converter exceeds a predetermined current threshold in an OFF state of a bypass switch element, executes operation of a bypass transition mode for a predetermined transition time, and when the transition time has passed, terminates the bypass transition mode operation and executes a bypass mode operation. In the bypass transition mode, the control part stops power generation of a power generator and determines whether a predetermined operation condition is fulfilled or not, and when the operation condition is determined to be fulfilled, a high voltage electric load is forcedly actuated.SELECTED DRAWING: Figure 1

Description

  The technology disclosed herein relates to a vehicle power supply control device.

  In recent years, from the viewpoint of improving the fuel efficiency of a vehicle, an increasing number of vehicles adopt a so-called deceleration regeneration system that reduces the burden on the engine by generating power intensively when the vehicle is decelerated.

  In vehicles using a deceleration regeneration system, in order to charge a large amount of power generated during deceleration in a short time, apart from the lead storage battery (first power storage unit) that has been widely used, A nickel-metal hydride storage battery, a lithium ion secondary battery, or an electric double layer capacitor (second power storage unit) capable of rapid charge / discharge is often mounted (see Patent Document 1). Thus, by mounting two types of power storage units having different characteristics, it is possible to secure a sufficiently large charge capacity while recovering the electric power generated during deceleration without waste.

  In the device described in Patent Document 1, an electric double layer capacitor is employed as the second power storage unit, a low voltage electric load is connected to the lead storage battery, and a generator is connected to the electric double layer capacitor. The electric double layer capacitor is configured to be able to be charged to a voltage higher than that of the lead storage battery in order to recover a large amount of electric power generated during deceleration. Therefore, a circuit in which a voltage converter and a bypass switch element are connected in parallel is provided between the lead storage battery and the electric double layer capacitor.

  Normally, the bypass switch element is turned off, and the voltage of the electric double layer capacitor or the generator is stepped down by the voltage converter and applied to the lead storage battery or the low voltage electric load. On the other hand, when the state where the output current of the voltage converter exceeds a predetermined current threshold value continues for a predetermined time, the power generation of the generator is stopped. When the voltage of the electric double layer capacitor decreases and the potential difference from the lead storage battery becomes a predetermined value or less, the bypass switch element is turned on, the power generation of the generator is restarted, and the generated power of the generator is directly , Supplied to lead acid batteries or low voltage electrical loads.

JP 2013-119331 A

  Here, when the capacity of the electric double layer capacitor is increased, it is possible to recover more power generated during deceleration. However, in that case, the state in which the output current of the voltage converter exceeds the current threshold continues for a predetermined time, and when the power generation of the generator is stopped, the speed at which the voltage of the electric double layer capacitor decreases is small capacity. Slower than the case. Therefore, the time required for the potential difference between the electric double layer capacitor and the lead storage battery to become a predetermined value or less and the bypass switch element to be turned on becomes longer. For this reason, the state in which the output current of the voltage converter exceeds the current threshold value continues for a longer time. As a result, there is a high risk that the voltage converter will fail. On the other hand, considering the installation space and cost, it is difficult to employ a high-performance voltage converter.

  The technology disclosed herein is a vehicle power supply control device including two types of power storage units, and until the bypass switch element is turned on when the output current of the voltage converter exceeds the current threshold value. It is intended to prevent the time required for the process from becoming excessively long.

  In order to solve the above-described problems, a technique disclosed herein includes a generator that is driven by an engine to generate electric power, a low-voltage electric load that operates at a voltage that is equal to or lower than a predetermined voltage value, and electric power to the low-voltage electric load. Connected to the first power storage unit having an upper limit voltage set to the predetermined voltage value and electrically connected to the generator, the upper limit voltage being set to a voltage higher than the predetermined voltage value, and the first power storage unit A second power storage unit that can be charged and discharged more rapidly than the first power storage unit, a high-voltage electric load that is electrically connected to the second power storage unit and operates at a voltage exceeding the predetermined voltage value, the generator, and the second Provided between the power storage unit, the low voltage electrical load, and the first power storage unit, the voltage output from the generator or the second power storage unit is reduced to reduce the low voltage electrical load or the first power storage. Voltage converter for output to the unit, and the voltage converter A bypass switch element connected in parallel and short-circuited between the input and output terminals of the voltage converter when turned on and opened between the input and output terminals of the voltage converter when turned off; When the bypass switch element is off and the output current of the voltage converter exceeds a predetermined current threshold, the operation of the bypass transition mode is executed for a predetermined transition time, and the transition time A control unit that terminates the operation of the bypass transition mode and executes the operation of the bypass mode when the time has elapsed, and the control unit stops the power generation of the generator in the bypass transition mode and is predetermined. Whether or not the operating condition is satisfied, and when the operating condition is determined to be satisfied, the high-voltage electric load is forcibly operated, and the control unit is The serial bypass switch element is turned on, but to resume the power generation of the generator.

  According to this configuration, when the bypass switch element is off and the output current of the voltage converter exceeds the current threshold, the operation in the bypass transition mode is executed. In the bypass transition mode, the power generation of the generator is stopped, and the high voltage electric load is forcibly operated when it is determined that the operation condition is satisfied. The high voltage electrical load is electrically connected to the second power storage unit. For this reason, when the high-voltage electric load is forcibly operated, the voltage of the second power storage unit decreases more quickly than when the power generation of the generator is only stopped. Therefore, the voltage of the second power storage unit can be reduced to a voltage close to the predetermined voltage value within the transition time. When the transition time elapses, the bypass switch element is turned on. As a result, the time during which the output current of the voltage converter exceeds the current threshold can be suppressed within the transition time without hindering the first power storage unit and the low-voltage electric load. This can prevent the voltage converter from failing.

  In the above configuration, the control unit determines whether or not the first power storage unit is discharged and whether or not the voltage of the second power storage unit exceeds a predetermined first voltage threshold, When the control unit determines that the first power storage unit is discharged and the voltage of the second power storage unit exceeds the first voltage threshold value, the control unit may determine that the operation condition is satisfied. .

  According to this configuration, when it is determined that the first power storage unit is discharged and the voltage of the second power storage unit exceeds the first voltage threshold, it is determined that the operating condition is satisfied, and the high The voltage electrical load is forced to operate. For this reason, even if the voltage of the second power storage unit exceeds the first voltage threshold, the voltage of the second power storage unit can be reduced to a voltage close to the predetermined voltage value within the transition time. If the voltage of the second power storage unit is equal to or lower than the first voltage threshold, the voltage of the second power storage unit is within the transition time without forcibly operating the high voltage electrical load. The value is set in advance so as to decrease to a voltage close to the predetermined voltage value.

  In the above-described configuration, the generator has a power generation function and an electric function, and includes a motor generator coupled to the engine, and the generator is the motor generator when operated by the power generation function, and the high-voltage electric load is the When the motor generator is operated by an electric function, and the control unit is forcibly operating the motor generator by the electric function, and when the engine is operating, the motor The driving force of the engine may be reduced corresponding to the driving force by the electric function of the generator.

  If the motor generator is operated by an electric function during the operation of the engine, the driving force of the vehicle will increase more than necessary. However, according to this configuration, when the motor generator is forcibly operated by the electric function and the engine is operating, the engine is driven according to the driving force by the electric function of the motor generator. Power is reduced. For this reason, it is possible to prevent the driving force of the vehicle from increasing more than necessary. In addition, since the driving force of the engine is reduced, fuel efficiency can be improved.

  In the above configuration, the high-voltage electric load further includes a heater, and the control unit determines whether or not the voltage of the second power storage unit exceeds a second voltage threshold higher than the first voltage threshold, When the control unit determines that the operating condition is satisfied and determines that the voltage of the second power storage unit exceeds the second voltage threshold, the motor generator is forcibly operated by the electric function. In addition to this, the heater may be forced to operate.

  When the voltage of the second power storage unit exceeds the second voltage threshold value, the voltage of the second power storage unit is reduced to a voltage close to a predetermined voltage value within the transition time only by operating the motor generator by the electric function. It may not be possible to However, according to this configuration, when the voltage of the second power storage unit exceeds the second voltage threshold, in addition to the motor generator being forcibly operated by the electric function, the heater is forcibly operated. Therefore, the voltage of the second power storage unit can be reduced to a voltage close to a predetermined voltage value within the transition time. In this configuration, the electric power of the second power storage unit may be consumed at the maximum by the motor generator, and the shortage of the motor generator may be compensated by the operation of the heater. In that case, the fuel consumption can be improved to the maximum.

  In the above configuration, the control unit controls the brake actuator to control the brake generator when the motor generator is forcibly operated by the electric function and the brake is operating. The pressure of the brake fluid may be increased corresponding to the driving force by the electric function.

  If the motor generator is forcibly operated by the electric function during the operation of the brake, the engine is driven, so that the braking force of the vehicle is reduced and the driver operating the brake pedal feels uncomfortable. There is a fear. However, according to this configuration, in the case where the motor generator is forcibly operated by the electric function and the brake is operating, the brake fluid is applied corresponding to the driving force by the electric function of the motor generator. The pressure is increased. For this reason, it can suppress that the braking force of a vehicle falls with the driving force by the electric function of a motor generator. As a result, it is possible to prevent the driver operating the brake pedal from feeling uncomfortable.

  According to this vehicle power supply control device, the voltage of the second power storage unit can be reduced to a voltage close to a predetermined voltage value within the transition time by forcibly operating the high-voltage electric load, and as a result The time during which the output current of the voltage converter exceeds the current threshold can be suppressed within the transition time.

It is a figure which shows roughly the structure of the vehicle by which the vehicle power supply control apparatus is mounted. It is a block diagram which shows roughly the electric constitution of the control system of a vehicle. It is a flowchart which shows an example of the process performed by a control part. It is a flowchart which shows an example of the process performed by a control part. It is a figure which shows the transition time setting table preserve | saved at the control part. It is a figure which shows roughly an example of transition of the capacitor voltage which falls. It is a figure which shows schematically another example of transition of the capacitor voltage which falls. It is a figure which represents roughly the braking force when a brake pedal is depressed. It is a flowchart which shows the example different from FIG. 3 of the process performed by a control part.

  Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In each figure, the same numerals are given to the same element, and explanation is omitted suitably.

(Overall configuration of vehicle)
FIG. 1 is a diagram schematically showing a configuration of a vehicle on which a vehicle power supply control device is mounted. As shown in FIG. 1, the vehicle 1 includes an engine 11, a gear drive starter 12, an integrated starter generator (ISG) 13, a positive temperature coefficient (PTC) heater 14, a catalyst heater 15, a capacitor 16, and a DC-DC converter 17. , A bypass switch element 18, a lead storage battery (hereinafter simply referred to as “battery”) 19, and a low-voltage electric load 20.

  The gear drive starter 12 is connected to the output shaft 9 of the engine 11 through a gear. When an ignition switch (not shown) is turned on by the user, the gear-driven starter 12 starts the engine 11 using electric power supplied from the battery 19. The driving force of the engine 11 is transmitted from the output shaft 9 to the wheels 5 via the transmission 2, the final reduction gear 3, and the driving shaft 4.

  The ISG 13, the PTC heater 14, and the catalyst heater 15 are electrically connected to the capacitor 16 through the high voltage line L 1 and the cutoff switch element 6. The cut-off switch element 6 connects the capacitor 16 to the high voltage line L1 when turned on, and cuts off the capacitor 16 from the high voltage line L1 when turned off. The cutoff switch element 6 is turned on when an ignition switch (not shown) is turned on, and is turned off when the ignition switch is turned off. In the present embodiment, the cutoff switch element 6 is constituted by a mechanical relay. Alternatively, the cutoff switch element 6 may be constituted by a semiconductor switch such as a metal oxide semiconductor field effect transistor (MOS-FET) or an insulated gate bipolar transistor (IGBT).

  The ISG 13 has both a power generation function and an electric function. The ISG 13 is connected to the output shaft 9 of the engine 11 via the belt 8. When the ISG 13 operates by a power generation function, the ISG 13 generates power by rotating a rotor that rotates in conjunction with the output shaft 9 of the engine 11 in a magnetic field. The ISG 13 can adjust the power generation voltage in a range up to several tens of volts in accordance with the increase or decrease of the current supplied to the field coil that generates the magnetic field. Further, the ISG 13 incorporates a rectifier (not shown) that converts the generated AC power into DC power. The electric power generated by the ISG 13 is converted into direct current by the rectifier and then output to the high voltage line L1.

  When the vehicle 1 stops, the engine 11 automatically stops by idle stop control. When the vehicle 1 starts, the engine 11 is restarted by driving the output shaft 9 of the engine 11 via the belt 8 by the electric function of the ISG 13.

  The battery 19 includes a 6-cell lead acid battery connected in series. With this configuration, the nominal voltage of the battery 19 is DC 12V. Lead-acid batteries store electrical energy by chemical reaction and are not suitable for rapid charge / discharge. However, the lead storage battery has a characteristic that it can store a relatively large amount of power because it easily secures a charging capacity. The battery 19 is electrically connected to the gear driven starter 12 and the low voltage electric load 20 via the low voltage line L2.

  The capacitor 16 is configured by connecting a plurality of electric double layer capacitors (EDLC), and has a large capacity. The capacitor 16 is configured to be charged up to several tens of volts DC. Unlike a lead-acid battery, an electric double layer capacitor stores electricity by physical adsorption of electrolyte ions. For this reason, the electric double layer capacitor has the characteristics that it can be charged / discharged relatively quickly and the internal resistance is small.

  The DC-DC converter 17 is provided between the high voltage line L1 and the low voltage line L2. The DC-DC converter 17 changes and outputs an input voltage by, for example, on / off switching of a built-in switching element. In the present embodiment, the DC-DC converter 17 has a function of stepping down the voltage of power supplied from the high voltage line L1 to the low voltage line L2 (that is, from the left side to the right side in FIG. 1). In the present embodiment, the DC-DC converter 17 allows other functions such as power supply in the opposite direction (ie, from the right side to the left side in FIG. 1) or boosts the voltage. It does not have a function to do.

  The bypass switch element 18 is connected to the DC-DC converter 17 in parallel. When the bypass switch element 18 is turned on, it short-circuits between the input terminal (that is, the high voltage line L1) and the output terminal (that is, the low voltage line L2) of the DC-DC converter 17, and when it is turned off, the DC switch 17 is turned on. -The input end and the output end of the DC converter 17 are opened. In the present embodiment, the bypass switch element 18 is constituted by a mechanical relay. Alternatively, the bypass switch element 18 may be composed of a semiconductor switch such as a MOS-FET or an IGBT.

  The PTC heater 14 is a heater for heating the passenger compartment. The catalyst heater 15 is a heater for heating a catalyst that purifies exhaust gas. Since the PTC heater 14 and the catalyst heater 15 operate stably even at several tens of volts DC, they are arranged on the high voltage line L1 side.

  In the present embodiment, the low-voltage electric load 20 is an electric load that operates at a voltage of DC 12 V (an example of a predetermined voltage value) or less. The low voltage electric load 20 includes, for example, an electric power steering mechanism (EAPS), an air conditioner, an audio device, and the like. In the present embodiment, the battery 19 corresponds to an example of a first power storage unit, the capacitor 16 corresponds to an example of a second power storage unit, the DC-DC converter 17 corresponds to an example of a voltage converter, and the ISG 13 Corresponds to an example of a motor generator. In the present embodiment, the ISG 13 that operates by the power generation function corresponds to an example of a generator, and the ISG 13, the PTC heater 14, and the catalyst heater 15 that operate by an electric function correspond to an example of a high-voltage electric load.

(Control system)
FIG. 2 is a block diagram schematically showing the electrical configuration of the control system of the vehicle 1 shown in FIG. As shown in FIG. 2, the components such as the ISG 13, the DC-DC converter 17, the gear drive starter 12, the cutoff switch element 6, the bypass switch element 18, and the low voltage electric load 20 are connected to the control unit via wiring. 10 and is controlled based on a command from the control unit 10. As shown in FIG. 2, the brake actuator 21 and the fuel injection valve 22 are further connected to the control unit 10 via wiring and controlled based on a command from the control unit 10. The control unit 10 is composed of, for example, a microcomputer including a conventionally known CPU, ROM, RAM, and the like.

  The control unit 10 is connected to various sensors provided in the vehicle 1 via wiring. Specifically, the vehicle 1 includes a converter output current sensor 30, a capacitor current sensor 31, a capacitor voltage sensor 32, a battery current sensor 33, a battery voltage sensor 34, a battery temperature sensor 35, an operation state detection unit 36, and an operation state detection unit. 37. Information detected by these sensors is configured to be sequentially input to the control unit 10.

  Converter output current sensor 30 detects output current Iout of DC-DC converter 17. The capacitor current sensor 31 detects a current Icap flowing through the capacitor 16. The capacitor voltage sensor 32 detects the voltage Vcap of the capacitor 16. The battery current sensor 33 detects the current Ibat flowing through the battery 19. The battery voltage sensor 34 detects the terminal voltage Vbat of the battery 19. The battery temperature sensor 35 detects the terminal temperature Tbat of the battery 19.

  The operation state detection unit 36 includes, for example, a sensor that detects an operation state of an operation switch such as an ignition switch, an air conditioner, or an audio device. The operation state detection unit 36 includes a sensor that detects an operation state of an air conditioner or an audio device, for example.

  The driving state detection unit 37 is a generic term for sensors that detect physical quantities related to the state of each part of the vehicle 1 or the engine 11. The driving state detection unit 37 includes, for example, a vehicle speed sensor that detects the traveling speed of the vehicle 1, an engine rotation speed sensor that detects the rotation speed of the engine 11, and an accelerator sensor that detects an operation amount or operation force of an accelerator pedal (not shown). And a brake sensor for detecting an operation amount or an operation force of the brake pedal 7. Using the detection information from the driving state detection unit 37, the control unit 10 determines, for example, whether the vehicle 1 is decelerating or accelerating and the degree of deceleration or acceleration.

  The control unit 10 uses the detection information from the sensors 30 to 35 and the detection units 36 and 37 to generate power by the ISG 13, step-down operation by the DC-DC converter 17, the low-voltage electric load 20 and the gear drive type. The starter 12 is driven and stopped, and the on / off state of the cutoff switch element 6 and the bypass switch element 18 is controlled. Hereinafter, a specific example of the control operation by the control unit 10 will be described in detail.

(Control action)
The control unit 10 of the present embodiment can execute so-called deceleration regeneration control that generates power intensively when the vehicle 1 is decelerated. For this reason, while the vehicle 1 is traveling, the control unit 10 controls each part of the vehicle 1 as follows.

  When the vehicle 1 decelerates, power generation by the power generation function of the ISG 13 is actively performed, and electric power of up to several tens of volts DC is generated. The electric power generated by the ISG 13 is stepped down to DC 12 V by the DC-DC converter 17 and then supplied to the low voltage electric load 20. In addition, surplus power exceeding the power consumption in the low-voltage electric load 20 is supplied to the capacitor 16 and the capacitor 16 is charged. The capacitor 16 can be rapidly charged as described above. For this reason, the surplus power is efficiently recovered by the capacitor 16. However, when the capacitor 16 is already fully charged (DC several tens of volts), the capacitor 16 cannot be charged any more. For this reason, surplus electric power is sent to charge of the battery 19.

  On the other hand, in a driving scene other than when the vehicle 1 is decelerated, power generation by the ISG 13 is suppressed as much as possible in order to reduce the resistance applied from the ISG 13 to the engine 11. For example, when power generation by the ISG 13 is not performed, the power consumption in the low voltage electrical load 20 is mainly provided by the power of the charged capacitor 16. In other words, the maximum electric power of several tens of volts DC stored in the charged capacitor 16 is stepped down to DC 12 V by the DC-DC converter 17 and then supplied to the low voltage electric load 20.

  However, when the voltage of the capacitor 16 is not sufficiently high, or when the power consumption in the low voltage electrical load 20 is relatively high, the power consumption in the low voltage electrical load 20 cannot be covered only by the stored power of the capacitor 16. . Therefore, in such a case, the ISG 13 generates power as much as necessary, and the power generated by the ISG 13 is used, and the power discharged from the battery 19 is also used as necessary.

  By such control, the stored power of the capacitor 16 while the vehicle 1 is traveling is always kept above a certain level. In the present embodiment, the control unit 10 controls charging / discharging of the capacitor 16 so that the voltage of the capacitor 16 falls within the range of DC12V to the maximum voltage.

  As described above, in the present embodiment, when the vehicle 1 is decelerated, power is supplied to the low-voltage electric load 20 mainly from the ISG 13 through the DC-DC converter 17. On the other hand, electric power is supplied from the capacitor 16 to the low voltage electric load 20 through the DC-DC converter 17 except when the vehicle 1 is decelerated. For this reason, while the vehicle 1 is traveling, in principle, the bypass switch element 18 is kept off. As described above, the cutoff switch element 6 is turned on when the ignition switch is turned on, and is turned off when the ignition switch is turned off. Therefore, while the vehicle 1 is traveling, the cutoff switch element 6 is always kept on.

  While the vehicle 1 is traveling, the power consumption of the low-voltage electrical load 20 increases, so that the output current Iout of the DC-DC converter 17 may exceed the current threshold value Ith1 and reach the current threshold value Ith2. The current threshold value Ith1 is a value determined by the specification of the DC-DC converter 17, and is a current value that can be steadily passed. The current threshold value Ith2 is a value determined by the specifications of the DC-DC converter 17, and is a current value that can flow transiently within a predetermined transition time Ttr.

  Therefore, if the transition time Ttr elapses in a state where the output current Iout has reached the current threshold value Ith2, the DC-DC converter 17 may generate heat excessively, leading to a failure. For this reason, it is required to stop using the DC-DC converter 17 before the transition time Ttr elapses.

  In this case, when the use of the DC-DC converter 17 is stopped and the battery 19 continues to discharge the current so as to reach the current threshold value Ith2, the voltage of the battery 19 decreases, and the sufficient voltage is reduced to the low voltage electric load 20. There is a possibility that the low voltage electric load 20 in operation stops. In order to avoid such a situation, the bypass switch element 18 is turned on to short-circuit the input end and the output end of the DC-DC converter 17, and power is supplied from the ISG 13 operating by the power generation function to the low voltage electrical load 20. It is possible.

  However, if the bypass switch element 18 is turned on while the voltage Vcap of the capacitor 16 is excessively higher than the voltage Vbat of the battery 19, the battery 19 and the low-voltage electric load 20 are broken. Therefore, in the present embodiment, the control unit 10 performs the following control.

  3 and 4 are flowcharts illustrating an example of processing performed by the control unit 10. The control unit 10 starts the processing shown in FIGS. 3 and 4 at regular intervals (for example, 100 msec) while the ignition switch is turned on. 3, the control unit 10 acquires the capacitor voltage Vcap from the capacitor voltage sensor 32, acquires the battery terminal temperature Tbat from the battery temperature sensor 35, and outputs the DC-DC converter 17 from the converter output current sensor 30. The current Iout is acquired.

  In step S2, the control unit 10 estimates the liquid temperature TPlq of the battery 19 from the battery terminal temperature Tbat using a known method. The control unit 10 sets the transition time Ttr from the liquid temperature TPlq of the battery 19 and the transition time setting table 40 (FIG. 5).

  FIG. 5 is a diagram showing the transition time setting table 40 stored in the control unit 10. As shown in FIG. 5, in the transition time setting table 40, when the liquid temperature TPlq of the battery 19 is equal to or lower than the temperature threshold value TP0, the transition time Ttr is set to the time Ttr1, and the liquid temperature TPlq of the battery 19 is set to the temperature threshold value TP0. If it exceeds, the transition time Ttr is set to the time Ttr2. The time Ttr1 is set to several tens of seconds, for example. The time Ttr2 is set to Ttr2 = 3 × Ttr1, for example.

  Returning to FIG. 3, in step S <b> 3, the control unit 10 determines whether or not the capacitor voltage Vcap exceeds the maximum voltage. If capacitor voltage Vcap is equal to or lower than the maximum voltage (NO in step S3), the process proceeds to step S5. If capacitor voltage Vcap exceeds the maximum voltage (YES in step S3), the process proceeds to step S4.

  In step S4, the control unit 10 stops the power generation of the ISG 13. In step S5, the control unit 10 determines whether or not the output current Iout of the DC-DC converter 17 exceeds the current threshold value Ith1. If the output current Iout is equal to or less than the current threshold Ith1 (NO in step S5), the process returns to step S1 and steps S1 to S5 are repeated. On the other hand, if output current Iout exceeds current threshold value Ith1 (YES in step S5), the process proceeds to step S6.

  In step S <b> 6, the control unit 10 acquires the battery current Ibat from the battery current sensor 33 and determines whether or not a discharge current is flowing from the battery 19. If a discharge current is flowing from battery 19 (YES in step S6), the process proceeds to step S7. On the other hand, if no discharge current is flowing from battery 19 (NO in step S6), the processing in FIGS. 3 and 4 ends.

  In step S7, the control unit 10 stops the power generation of the ISG 13 and starts counting the elapsed time Tel. In step S8, the control unit 10 calculates the time Tlw1 until the capacitor voltage Vcap drops to the bypassable voltage Vlw only by driving the low-voltage electric load 20 (that is, without driving the high-voltage electric load). The bypassable voltage Vlw is a voltage of the capacitor 16 that does not interfere with the battery 19 and the low-voltage electric load 20 even when the bypass switch element 18 is turned on. In the present embodiment, the bypassable voltage Vlw is, for example, DC 12.5V.

  In step S9, the control unit 10 determines whether or not the time Tlw1 calculated in step S8 is longer than the transition time Ttr. If time Tlw1 is longer than transition time Ttr (YES in step S9), the rate of decrease in capacitor voltage Vcap is insufficient only by driving low voltage electric load 20, and the process proceeds to step S10. On the other hand, if the time Tlw1 is equal to or shorter than the transition time Ttr (NO in step S9), the capacitor voltage Vcap decreases sufficiently quickly only by driving the low voltage electrical load 20, and the process proceeds to step S28 (FIG. 4). It is done.

  FIG. 6 is a diagram schematically showing an example of the transition of the decreasing capacitor voltage. The control unit 10 acquires the capacitor current Icap flowing from the capacitor current sensor 31 to the capacitor 16. In FIG. 6, the capacitor current Icap is a current value Icap1. The control unit 10 obtains the tilt angle of FIG. 6 from the known capacitance of the capacitor 16 and the current value Icap1.

  The control unit 10 calculates the time Tlw1 from the obtained inclination angle, the capacitor voltage Vcap, and the bypassable voltage Vlw. In the example of FIG. 6, when the current value Icap1 continues to flow through the capacitor 16, the time Tlw1 until the capacitor voltage Vcap decreases to the bypassable voltage Vlw is longer than the transition time Ttr. Therefore, in the example of FIG. 6, “YES” is determined in the step S9.

  Returning to FIG. 3, in step S <b> 10, the controller 10 calculates a time Tlw <b> 2 until the capacitor voltage Vcap drops to the bypassable voltage Vlw when the ISG 13 is driven. In step S11, the control unit 10 determines whether or not the time Tlw2 calculated in step S10 is longer than the transition time Ttr. If time Tlw2 is longer than transition time Ttr (YES in step S11), the process proceeds to step S21 (FIG. 4) because the rate of decrease in capacitor voltage Vcap is insufficient only by driving ISG13. On the other hand, if the time Tlw2 is equal to or shorter than the transition time Ttr (NO in step S11), the capacitor voltage Vcap decreases sufficiently quickly by driving the ISG 13, and the process proceeds to step S22 (FIG. 4).

  FIG. 7 is a diagram schematically showing another example of the transition of the decreasing capacitor voltage. The current value Iisg of the current supplied from the capacitor 16 to the ISG 13 when the electric function of the ISG 13 is driven to the maximum is known. When the ISG 13 is driven, the current value of the current flowing through the capacitor 16 becomes a current value (Icap1 + Iisg). The control unit 10 obtains the tilt angle of FIG. 7 from the known capacitance of the capacitor 16 and the current value (Icap1 + Iisg).

  The control unit 10 calculates the time Tlw2 from the obtained inclination angle, the capacitor voltage Vcap, and the bypassable voltage Vlw. In the example of FIG. 7, when the current value (Icap1 + Iisg) flows through the capacitor 16, the time Tlw2 until the capacitor voltage Vcap decreases to the bypassable voltage Vlw is shorter than the transition time Ttr. Therefore, in the example of FIG. 7, NO is obtained in step S11.

  In step S21 of FIG. 4, the control unit 10 supplies the maximum power to the ISG 13 and further supplies power to another high-voltage electric load (in this embodiment, the PTC heater 14 or the catalyst heater 15). In this case, the control unit 10 adjusts the energization time to the PTC heater 14 or the catalyst heater 15 so that the time Tlw2 until the capacitor voltage Vcap becomes the bypassable voltage Vlw coincides with the transition time Ttr. For example, the control unit 10 adjusts the duty ratio and drives the PTC heater 14 or the catalyst heater 15 by PWM control.

  For example, even when the time Tlw2 can be made to coincide with the transition time Ttr only by energizing one of the PTC heater 14 and the catalyst heater 15, if the outside air temperature of the vehicle 1 is equal to or higher than a predetermined value, the control unit 10 may drive both the PTC heater 14 and the catalyst heater 15 by PWM control.

  In step S22, the control unit 10 drives the ISG 13. In this case, the control unit 10 adjusts the power supplied to the ISG 13 so that the time Tlw2 until the capacitor voltage Vcap becomes the bypassable voltage Vlw matches the transition time Ttr. For example, the control unit 10 adjusts the current value of the current supplied to the field coil and the three-phase coil of the ISG 13.

  In step S23, the control unit 10 determines whether or not the engine 11 is operating (that is, an accelerator pedal (not shown) is depressed). If engine 11 is operating (YES in step S23), the process proceeds to step S24. On the other hand, if the engine 11 is not operating (NO in step S23), the process proceeds to step S25.

  In step S <b> 24, the control unit 10 controls the fuel injection valve 22 to reduce the output of the engine 11. When electric power is supplied to the ISG 13 and the ISG 13 is operated by an electric function, the entire driving force of the vehicle 1 is increased corresponding to the driving force of the ISG 13. Further, when the ISG 13 is operated by an electric function, the braking force of the engine brake is reduced corresponding to the driving force of the ISG 13. Therefore, the control unit 10 reduces the output of the engine 11 in response to the combined force of the increasing driving force of the ISG 13 and the decreasing braking force of the engine brake. Thereafter, the process proceeds to step S28.

  In step S25, the control unit 10 controls the brake actuator 21 to increase the pressure of the brake fluid. When the ISG 13 is driven by the control unit 10 and the ISG 13 is operated by the electric function, the braking force of the engine brake is reduced corresponding to the driving force of the ISG 13. Therefore, the control unit 10 increases the brake fluid pressure in response to the decreasing braking force of the engine brake.

  In step S <b> 26, the control unit 10 determines whether or not the brake pedal 7 is being operated from the detection signal of the driving state detection unit 37. If the brake pedal 7 is being operated (YES in step S26), the process proceeds to step S27. On the other hand, if the brake pedal 7 is not being operated (NO in step S26), the process proceeds to step S28.

  In step S27, the control unit 10 controls the brake actuator 21 to increase the pressure of the brake fluid. When the ISG 13 is driven by the control unit 10 and the ISG 13 is operated by the electric function, the braking force with respect to the depression amount of the brake pedal 7 is reduced by the driving force of the ISG 13. Therefore, the control unit 10 increases the pressure of the brake fluid in response to the decreasing braking force. Thereafter, the process proceeds to step S28.

  FIG. 8 is a diagram schematically showing a braking force when the brake pedal 7 is depressed. The vertical axis in FIG. 8 represents the braking force Fbr, and the horizontal axis represents the engine speed. As shown in FIG. 8, the braking force Fbr is composed of an engine brake braking force Feg and a brake fluid pressure braking force Flq. Note that the braking force Feg of the engine brake is generated even if the brake pedal 7 is not depressed unless the accelerator pedal (not shown) is depressed.

  When the ISG 13 is operated by the electric function, the braking force Feg of the engine brake is reduced by the amount of the driving force Fisg of the ISG 13 and becomes the driving force Fegr. Therefore, it is necessary to supplement the amount of the driving force Fisg of the ISG 13 with the braking force of the brake fluid pressure (step S25 in FIG. 4).

  Further, when the ISG 13 is operated by the electric function during the operation of the brake pedal 7, the braking force Flq of the brake fluid pressure is reduced by the amount corresponding to the driving force Fisg of the ISG 13, and becomes the driving force Flqr. Therefore, it is necessary to increase the brake fluid pressure by the amount of the driving force Fisg of the ISG 13 (step S27 in FIG. 4).

  Returning to FIG. 4, in step S <b> 28, the control unit 10 determines whether or not the capacitor voltage Vcap is equal to or lower than the bypassable voltage Vlw. If capacitor voltage Vcap is not less than bypassable voltage Vlw (NO in step S28), the process returns to step S28 again. That is, the control unit 10 stands by until the capacitor voltage Vcap falls below the bypassable voltage Vlw. On the other hand, if the capacitor voltage Vcap is not greater than the bypassable voltage Vlw in step S28 (YES in step S28), the process proceeds to step S29.

  In step S29, the control unit 10 determines whether or not the counted elapsed time Tel is equal to or longer than the transition time Ttr. If the elapsed time Tel is not equal to or longer than the transition time Ttr (NO in step S29), the process returns to step S29 again. That is, the control unit 10 stands by until the elapsed time Tel reaches the transition time Ttr. If elapsed time Tel is equal to or longer than transition time Ttr (YES in step S29), the process proceeds to step S30.

  In step S30, the control unit 10 turns on the bypass switch element 18 and resets the elapsed time Tel that has been counted. In subsequent step S31, the control unit 10 restarts the power generation of the ISG 13. As a result, the electric power generated by the ISG 13 is supplied to the low voltage electrical load 20 via the bypass switch element 18.

(Function)
As described above, in the present embodiment, the time Tlw1 until the capacitor voltage Vcap decreases to the bypassable voltage Vlw is calculated, and when the time Tlw1 exceeds the transition time Ttr, the ISG 13, the PTC heater 14, the catalyst heater 15 Operating a high-voltage electrical load such as Therefore, the capacitor voltage Vcap can be reduced to the bypassable voltage Vlw within the transition time Ttr. For this reason, when the transition time Ttr has elapsed, the bypass switch element 18 can be reliably turned on and the ISG 13 can be operated by the power generation function. As a result, it is possible to avoid a situation in which the voltage of the battery 19 decreases and the low voltage electrical load 20 stops.

  In the present embodiment, when the time Tlw1 until the capacitor voltage Vcap decreases to the bypassable voltage Vlw is equal to or shorter than the transition time Ttr, the high voltage electric load such as the ISG 13, the PTC heater 14, the catalyst heater 15 is operated. I won't let you. Therefore, it is possible to prevent the ISG 13 and the like from operating wastefully.

  Further, in the present embodiment, even when the capacitor voltage Vcap is reduced to the bypassable voltage Vlw, the ISG 13 is not restarted until the transition time Ttr elapses, and is on standby. For this reason, the non-power generation period of the ISG 13 can be extended as much as possible. As a result, fuel consumption can be improved.

  In this embodiment, the ISG 13 is first operated instead of the PTC heater 14 and the catalyst heater 15 in order to reduce the capacitor voltage Vcap to the bypassable voltage Vlw within the transition time Ttr. For this reason, the output of the engine 11 can be reduced by the driving force of the ISG 13. As a result, fuel consumption can be improved.

  In the present embodiment, if the time Tlw2 until the capacitor voltage Vcap decreases to the bypassable voltage Vlw does not become the transition time Ttr or less simply by operating the ISG 13, the ISG 13 is operated to the maximum. , High voltage electric loads such as the PTC heater 14 and the catalyst heater 15 are operated. For this reason, fuel consumption can be improved to the maximum.

  If the ISG 13 is operated during the operation of the brake, the braking force is reduced by the amount of the driving force of the ISG 13, so that the driver may feel uncomfortable. However, in the present embodiment, when the brake is being operated when the ISG 13 is operated, the brake fluid pressure is increased. For this reason, it is possible to prevent the braking force from being changed by the operation of the ISG 13, and to suppress the driver from feeling uncomfortable.

(Modification 1)
In the above embodiment, in steps S8 and S10 of FIG. 3, the control unit 10 calculates the times Tlw1 and Tlw2 until the capacitor voltage Vcap decreases to the bypassable voltage Vlw, but is not limited thereto.

  FIG. 9 is a flowchart illustrating an example of processing performed by the control unit 10 which is different from that in FIG. In FIG. 9, the same steps as those in FIG. 3 are denoted by the same reference numerals. In step S41 following step S7, the controller 10 determines whether or not the capacitor voltage Vcap exceeds a predetermined first voltage threshold value Vth1.

  If capacitor voltage Vcap exceeds first voltage threshold value Vth1 (YES in step S41), the process proceeds to step S42. On the other hand, if the capacitor voltage Vcap is equal to or lower than the first voltage threshold Vth1 (NO in step S41), the process proceeds to step S28 (FIG. 4).

  In step S42, the control unit 10 determines whether or not the capacitor voltage Vcap exceeds the second voltage threshold value Vth2. The second voltage threshold Vth2 is set to a value higher than the first voltage threshold Vth1.

  If capacitor voltage Vcap exceeds second voltage threshold value Vth2 (YES in step S42), the process proceeds to step S21 (FIG. 4). On the other hand, if capacitor voltage Vcap is equal to or lower than second voltage threshold value Vth2 (NO in step S42), the process proceeds to step S22 (FIG. 4).

  The process of FIG. 9 is effective when the low-voltage electric load 20 that performs an operation such that the output current Iout of the DC-DC converter 17 exceeds the current threshold Ith is limited. In this case, the capacitor current Icap when the low-voltage electric load 20 performs an operation such that the output current Iout of the DC-DC converter 17 exceeds the current threshold Ith becomes a known constant value Icap0. Then, in FIG. 6, the inclination angle of the decreasing capacitor voltage Vcap is determined to be a constant value.

  Therefore, the capacitor voltage Vcap can be calculated such that the time Tlw until the capacitor voltage Vcap decreases to the bypassable voltage Vlw matches the transition time Ttr. The first voltage threshold Vth1 in the process of FIG. 9 is such that when the current value of the capacitor current Icap is a constant value Icap0, the time Tlw until the capacitor voltage Vcap decreases to the bypassable voltage Vlw matches the transition time Ttr. It is a correct voltage value.

  Therefore, when the capacitor voltage Vcap is equal to or lower than the first voltage threshold value Vth1 (NO in step S41), the process proceeds to step S28 (FIG. 4), and the control unit 10 reduces the capacitor voltage Vcap to the bypassable voltage Vlw. Just wait.

  When the maximum current is supplied from the capacitor 16 to the ISG 13, the current value Iisg becomes a known constant value Iisg0. Then, in FIG. 7, the inclination angle of the decreasing capacitor voltage Vcap is determined to be a constant value.

  Therefore, the capacitor voltage Vcap can be calculated such that the time Tlw until the capacitor voltage Vcap decreases to the bypassable voltage Vlw matches the transition time Ttr. The second voltage threshold value Vth2 in the process of FIG. 9 is the same as the transition time Ttr when the capacitor voltage Vcap decreases to the bypassable voltage Vlw when the current value of the capacitor current Icap is a constant value (Icap0 + Iisg0). The voltage value is such that

  Therefore, when the capacitor voltage Vcap is equal to or lower than the second voltage threshold Vth2 (NO in step S42), the capacitor voltage Vcap is reduced to the bypassable voltage Vlw within the transition time Ttr only by driving the ISG 13. Therefore, in step S22 (FIG. 4), the control unit 10 adjusts the power supplied to the ISG 13 so that the time Tlw until the capacitor voltage Vcap decreases to the bypassable voltage Vlw matches the transition time Ttr. Good.

  On the other hand, when the capacitor voltage Vcap exceeds the second voltage threshold Vth2 (YES in step S42), the capacitor voltage Vcap cannot be reduced to the bypassable voltage Vlw within the transition time Ttr only by driving the ISG 13. Therefore, in step S21 (FIG. 4), the control unit 10 may supply current to the other high voltage electric load (PTC heater 14 or catalyst heater 15) in addition to the ISG 13.

(Modification 2)
In the above embodiment, the capacitor 16 including a plurality of electric double layer capacitors (EDLC) that can be charged and discharged more rapidly than the battery 19 is used. However, the present invention is not limited to such a capacitor 16. For example, a lithium ion capacitor may be used. Unlike an electric double layer capacitor, a lithium ion capacitor further improves energy density by using a carbon-based material capable of electrochemically occluding lithium ions as a negative electrode. A lithium ion capacitor is also called a hybrid capacitor because the principle of charge and discharge is different between a positive electrode and a negative electrode (a chemical reaction is used in combination).

(Modification 3)
In the above embodiment, the vehicle 1 includes the ISG 13, the PTC heater 14, and the catalyst heater 15 as the high voltage electric load, but the high voltage electric load is not limited to these. The vehicle 1 may further include, for example, a seat heater that heats the seat as the high-voltage electric load.

(Modification 4)
In the above embodiment, in steps S8 and S10 of FIG. 3, the control unit 10 calculates the time Tlw until the capacitor voltage Vcap decreases to the bypassable voltage Vlw. Alternatively, the control unit 10 calculates in advance a time Tlw until the capacitor voltage Vcap drops to the bypassable voltage Vlw for a combination of various capacitor currents Icap and various capacitor voltages Vcap, You may keep it in the form. In this case, in steps S8 and S10 in FIG. 3, the control unit 10 may extract the time Tlw corresponding to the capacitor current Icap and the capacitor voltage Vcap from the held table.

(Modification 5)
In the above embodiment, the control unit 10 supplies current to the field coil when the ISG 13 is operated by the power generation function, and supplies current to the field coil and the three-phase coil when the ISG 13 is operated by the electric function. However, it is not limited to this. For example, a microcomputer for controlling the operation of the ISG may be provided in the casing of the ISG. In this case, the control unit 10 provides the ISG microcomputer with, for example, an operation mode of a power generation function or an electric function, a voltage of power to be generated if the power generation function is used, a driving force if the electric function is used You may instruct. The ISG microcomputer may control the operation of the ISG in accordance with instructions from the control unit 10.

10 Control unit 11 Engine 13 ISG
DESCRIPTION OF SYMBOLS 14 PTC heater 15 Catalytic heater 16 Capacitor 17 DC-DC converter 18 Bypass switch element 19 Battery 20 Low voltage electric load 21 Brake actuator 22 Fuel injection valve

Claims (5)

A generator driven by an engine to generate electricity;
A low voltage electrical load operating at a voltage below a predetermined voltage value;
A first power storage unit that is electrically connected to the low-voltage electrical load and has an upper limit voltage set to the predetermined voltage value;
A second power storage unit electrically connected to the generator, the upper limit voltage is set to a voltage higher than the predetermined voltage value, and can be charged and discharged more rapidly than the first power storage unit;
A high voltage electrical load electrically connected to the second power storage unit and operating at a voltage exceeding the predetermined voltage value;
The low voltage is provided between the generator and the second power storage unit, the low voltage electrical load and the first power storage unit, and reduces the voltage output from the generator or the second power storage unit. An electric load or a voltage converter that outputs to the first power storage unit;
Connected in parallel to the voltage converter, when turned on, the input and output terminals of the voltage converter are short-circuited, and when turned off, the input and output terminals of the voltage converter are opened. A bypass switch element,
When the bypass switch element is off and the output current of the voltage converter exceeds a predetermined current threshold, the operation of the bypass transition mode is executed for a predetermined transition time, and the transition time has elapsed. Then, the control unit that terminates the operation of the bypass transition mode and executes the operation of the bypass mode,
With
In the bypass transition mode, the control unit stops power generation of the generator, determines whether or not a predetermined operating condition is satisfied, and determines that the operating condition is satisfied, the high voltage electric load Forcibly
In the bypass mode, the control unit turns on the bypass switch element and restarts power generation of the generator. The control unit determines whether the first power storage unit is discharged and whether the voltage of the second power storage unit exceeds a predetermined first voltage threshold,
The control unit determines that the operating condition is satisfied when it is determined that the first power storage unit is discharged and the voltage of the second power storage unit exceeds the first voltage threshold value. Item 2. The vehicle power supply control device according to Item 1. It has a power generation function and an electric function, and has a motor generator connected to the engine,
The generator is the motor generator when operated by the power generation function,
The high voltage electrical load is the motor generator when operated by the electric function,
In the case where the motor generator is forcibly operated by the electric function and the engine is operating, the control unit corresponds to the driving force by the electric function of the motor generator. The vehicle power supply control device according to claim 1, wherein the driving power of the engine is reduced. The high voltage electric load further comprises a heater,
The control unit determines whether the voltage of the second power storage unit exceeds a second voltage threshold higher than the first voltage threshold,
When the control unit determines that the operating condition is satisfied and determines that the voltage of the second power storage unit exceeds the second voltage threshold, the motor generator is forcibly operated by the electric function. The vehicle power supply control device according to claim 3, wherein the heater is forcibly operated in addition to the operation.   When the motor generator is forcibly operated by the electric function and the brake is operating, the control unit controls the brake actuator to drive the motor generator by the electric function. The vehicle power supply control device according to claim 3 or 4, wherein the pressure of the brake fluid is increased in accordance with the force.