JP4110979B2 - Vehicle power supply - Google Patents

Vehicle power supply Download PDF

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JP4110979B2
JP4110979B2 JP2003016447A JP2003016447A JP4110979B2 JP 4110979 B2 JP4110979 B2 JP 4110979B2 JP 2003016447 A JP2003016447 A JP 2003016447A JP 2003016447 A JP2003016447 A JP 2003016447A JP 4110979 B2 JP4110979 B2 JP 4110979B2
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generator
power supply
power generation
power
vehicle
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JP2004229447A (en
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洋 名手
雅之 森藤
英則 横山
博明 田淵
尚彦 鈴木
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トヨタ自動車株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10Energy storage using batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Description

【0001】
【発明の属する技術分野】
本発明は、リチウムイオンバッテリを含む2個以上のバッテリを備える車両用の電源装置に係り、より詳細には、リチウムイオンバッテリのSOCを効果的に制御できる車両用電源装置に関する。
【0002】
【従来の技術】
従来から、リチウムイオンバッテリと鉛バッテリを備えた電源装置において、リチウムイオンバッテリの充電状態(SOC)に基づいて鉛バッテリのSOCを制御することが知られている(例えば、特許文献1)。この従来の電源装置では、リチウムイオンバッテリが満充電に近づくと、回生エネルギを負荷へ供給することでリチウムイオンバッテリのSOCが調整されている。
【0003】
【特許文献1】
特開2001−313082号公報【0004】 Japanese Unexamined Patent Publication No. 2001-313802.
【発明が解決しようとする課題】 [Problems to be Solved by the Invention]
ところで、リチウムイオンバッテリは、鉛バッテリに比して回生能力が良い反面、過充電状態となるとバッテリ内部のエネルギ密度が上昇し、過負荷状態となるため、安全面で十分な配慮がなされるべきバッテリである。 By the way, while the lithium-ion battery has a better regenerative capacity than the lead battery, the energy density inside the battery increases in the overcharged state and the battery becomes overloaded, so sufficient consideration should be given to safety. It is a battery. しかしながら、上述の従来の電源装置の如く、発電機が発生する電気エネルギを負荷へ供給する構成では、何らかの外的要因によりリチウムイオンバッテリへの充電系に異常が発生した場合に、リチウムイオンバッテリの過充電状態が継続してしまうという問題点がある。 However, in the configuration in which the electric energy generated by the generator is supplied to the load as in the conventional power supply device described above, when an abnormality occurs in the charging system of the lithium ion battery due to some external factor, the lithium ion battery There is a problem that the overcharged state continues.
【0005】 0005
即ち、リチウムイオンバッテリを含む2個以上のバッテリを備える車両用の電源装置においては、何らかの外的要因によりリチウムイオンバッテリへの充電系に異常が発生した場合を考慮して、リチウムイオンバッテリの過充電状態を即座に解消させる手段を講ずること(フェールセーフ)が必要である。 That is, in a power supply device for a vehicle having two or more batteries including a lithium ion battery, the lithium ion battery is overloaded in consideration of a case where an abnormality occurs in the charging system for the lithium ion battery due to some external factor. It is necessary to take measures to immediately eliminate the charged state (fail safe).
【0006】 0006
そこで、本発明は、リチウムイオンバッテリのSOCを効果的に制御できる車両用電源装置の提供を目的とする。 Therefore, an object of the present invention is to provide a vehicle power supply device capable of effectively controlling the SOC of a lithium ion battery.
【0007】 0007
【課題を解決するための手段】 [Means for solving problems]
上記目的は、請求項1に記載する如く、リチウムイオンバッテリと、DC/DCコンバータと、前記リチウムイオンバッテリに前記DC/DCコンバータを介して接続される第2のバッテリと、前記リチウムイオンバッテリに前記DC/DCコンバータを介して供給される電気エネルギを発生する発電機とを備えた車両用電源装置であって、 The object is as described in claim 1, the lithium ion battery, the DC / DC converter, the second battery connected to the lithium ion battery via the DC / DC converter, and the lithium ion battery. A vehicle power supply device including a generator that generates electric energy supplied via the DC / DC converter.
前記リチウムイオンバッテリの充電状態が所定の過充電判定値を上回った場合に、発電を制限する方向に前記発電機を制御すると共に、リチウムイオンバッテリ側から前記第2のバッテリ側に電力供給されるように前記DC/DCコンバータを制御することを特徴とする、車両用電源装置によって達成される。 When the charged state of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction that limits power generation, and power is supplied from the lithium ion battery side to the second battery side. This is achieved by a vehicle power source, which comprises controlling the DC / DC converter as described above.
【0008】 0008
本発明によれば、何らかの要因によりリチウムイオンバッテリへの充電系に異常が生じた場合であっても、発電機の発電が制限されるので、リチウムイオンバッテリへの充電が抑制され、また、DC/DCコンバータの制御によりリチウムイオンバッテリの放電が促進されるので、リチウムイオンバッテリの急速な放電が可能となる。 According to the present invention, even if an abnormality occurs in the charging system for the lithium ion battery due to some factor, the power generation of the generator is limited, so that the charging to the lithium ion battery is suppressed, and the DC Since the discharge of the lithium ion battery is promoted by the control of the / DC converter, the lithium ion battery can be discharged rapidly. この結果、本発明によれば、リチウムイオンバッテリが過充電状態に陥った場合であっても、当該過負荷状態を即座に解消することができる。 As a result, according to the present invention, even when the lithium ion battery falls into an overcharged state, the overloaded state can be immediately eliminated.
【0009】 0009
尚、請求項2又は3に記載する如く、前記発電を制限する方向に前記発電機を制御することには、該発電機の目標発電電圧を最小値に設定することや、該発電機の動作を停止させることが含まれてよく、また、前記リチウムイオンバッテリ側から前記第2のバッテリ側に電力供給されるように前記DC/DCコンバータを制御することには、該DC/DCコンバータの前記第2のバッテリ側の目標出力電圧を最小値に設定することが含まれてよい。 As described in claim 2 or 3, in order to control the generator in a direction that limits the power generation, the target power generation voltage of the generator is set to the minimum value, or the operation of the generator is performed. To control the DC / DC converter so that power is supplied from the lithium ion battery side to the second battery side is described in the DC / DC converter. Setting the target output voltage on the second battery side to a minimum value may be included.
【0010】 0010.
また、請求項4に記載する如く、アイドルストップ時に前記リチウムイオンバッテリから前記DC/DCコンバータを介して所定の補機に電力供給すると共に、少なくとも車両の走行状態に応じて前記発電機の発電を抑制する請求項1記載の車両用電源装置において Further, as describedMotomeko 4, as well as power supply to a predetermined auxiliary via the DC / DC converter from the lithium-ion battery during idle stop, the generator in accordance with the running state of at least the vehicle the vehicle power supply device according to claim 1, wherein suppressing the generation,
前記リチウムイオンバッテリの充電状態が所定値を下回った場合に、前記発電機の発電の抑制を解除することとしてもよい。 When the state of charge of the lithium ion battery falls below a predetermined value, the suppression of power generation by the generator may be released .
【0011】 0011
この場合、車両用電源装置は、車両の加速時には発電機の発電を抑制することで、燃費の向上を図っている。 In this case , the vehicle power supply device aims to improve fuel efficiency by suppressing the power generation of the generator when the vehicle is accelerating . しかしながら、アイドルストップ頻度が増加すると、リチウムイオンバッテリのSOCが低下し、リチウムイオンバッテリから所定の補機に電力供給することが困難となる。 However, when the idle stop frequency increases, the SOC of the lithium ion battery decreases, and it becomes difficult to supply power from the lithium ion battery to a predetermined auxiliary machine. かかる状況下において、リチウムイオンバッテリからの電力供給を継続すると、リチウムイオンバッテリの劣化が促進されてしまい、逆に、アイドルストップ頻度を抑制すると、結果的に燃費が悪化してしまう。 Under such circumstances, if the power supply from the lithium ion battery is continued, the deterioration of the lithium ion battery is promoted, and conversely, if the idle stop frequency is suppressed, the fuel consumption is deteriorated as a result. これに対して、本発明では、アイドルストップ頻度を維持するため、リチウムイオンバッテリのSOCが所定値を下回った場合に、上述の発電機の発電の抑制を解除する。 On the other hand, in the present invention, in order to maintain the idle stop frequency, when the SOC of the lithium ion battery falls below a predetermined value, the suppression of the power generation of the above-mentioned generator is released. これにより、リチウムイオンバッテリへの充電が促進されるので、発電機の発電の抑制による燃費向上効果に代えてアイドルストップ頻度の維持による燃費向上効果を得ることができ、トータル的に見て燃費が向上する。 As a result, charging of the lithium-ion battery is promoted, so that the fuel efficiency improvement effect by maintaining the idle stop frequency can be obtained instead of the fuel efficiency improvement effect by suppressing the power generation of the generator, and the fuel efficiency is improved in total. improves.
【0012】 [0012]
尚、請求項5に記載する如く、前記発電機の発電を抑制することには、該発電機の動作を停止させることが含まれてよく、この場合、前記発電機の発電の抑制を解除することには、該発電機の動作を停止させないことが含まれてよい。 As described in claim 5, suppressing the power generation of the generator may include stopping the operation of the generator. In this case, the suppression of the power generation of the generator is released. This may include not stopping the operation of the generator.
【0013】 0013
【発明の実施の形態】 BEST MODE FOR CARRYING OUT THE INVENTION
以下、本発明の好ましい実施例について図面を参照して説明する。 Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
【0014】 0014.
図1は、本発明の一実施例である車両用電源装置10のシステム構成図を示す。 FIG. 1 shows a system configuration diagram of a vehicle power supply device 10 according to an embodiment of the present invention. 図1に示す如く、車両用電源装置10は、高速通信バス等の適切なバスを介して相互接続された2つの電子制御ユニット24,49(以下、それぞれ「ECO・ECU24」及び「EFI・ECU49」という)を中心に構成されている。 As shown in FIG. 1, the vehicle power supply device 10 includes two electronic control units 24 and 49 (hereinafter, “ECO / ECU 24” and “EFI / ECU 49, respectively”, which are interconnected via an appropriate bus such as a high-speed communication bus. It is composed mainly of).
【0015】 0015.
車両用電源装置10は、2つのバッテリ12,14を備えている。 The vehicle power supply device 10 includes two batteries 12, 14. 本実施例では、バッテリ12は、12V程度の電圧を有する鉛バッテリ(補機バッテリ)であり、一方、バッテリ14は、14.4V程度の電圧を有するリチウムイオンバッテリ(メインバッテリ)である。 In this embodiment, the battery 12 is a lead battery (auxiliary battery) having a voltage of about 12 V, while the battery 14 is a lithium ion battery (main battery) having a voltage of about 14.4 V. 尚、鉛バッテリ12は、リチウムイオンバッテリ14に比して、単位体積当たりに取り出せる出力(出力密度;単位はW/l)が高い一方、単位体積当たりに取り出せるエネルギ(エネルギ密度;単位はWh/l)が低いバッテリである。 The lead battery 12 has a higher output (output density; unit is W / l) that can be extracted per unit volume than the lithium ion battery 14, while the energy (energy density; unit is Wh / l) that can be extracted per unit volume. l) is a low battery.
【0016】 0016.
鉛バッテリ12及びリチウムイオンバッテリ14には、切換スイッチ16を介してスタータ18が接続されている。 A starter 18 is connected to the lead battery 12 and the lithium ion battery 14 via a changeover switch 16. スタータ18は、車両の動力源として機能するエンジンに取り付けられている。 The starter 18 is attached to an engine that functions as a power source for the vehicle. スタータ18は、切換スイッチ16を介して接続する鉛バッテリ12又はリチウムイオンバッテリ14から供給される電力を用いて、エンジンを停止状態から始動させる始動装置として機能する。 The starter 18 functions as a starting device for starting the engine from a stopped state by using the electric power supplied from the lead battery 12 or the lithium ion battery 14 connected via the changeover switch 16. 具体的には、スタータ18は、通常的なエンジン始動時には鉛バッテリ12を電力源として動作し、アイドルストップ終了後のエンジン再始動時にはリチウムイオンバッテリ14を電力源として動作する。 Specifically, the starter 18 operates using the lead battery 12 as a power source when the engine is normally started, and operates using the lithium ion battery 14 as the power source when the engine is restarted after the idle stop ends.
【0017】 [0017]
車両用電源装置10は、また、電流センサ40、電圧センサ44及び温度センサ48を備えている。 The vehicle power supply device 10 also includes a current sensor 40, a voltage sensor 44, and a temperature sensor 48. 電流センサ40は、リチウムイオンバッテリ14の電流値を所定のサンプリング周期で検出する。 The current sensor 40 detects the current value of the lithium ion battery 14 at a predetermined sampling period. 電圧センサ44は、リチウムイオンバッテリ14の端子電圧を所定のサンプリング周期で検出する。 The voltage sensor 44 detects the terminal voltage of the lithium ion battery 14 at a predetermined sampling cycle. 温度センサ48は、リチウムイオンバッテリ14の液温、若しくは、リチウムイオンバッテリ14を格納するケース(図示せず)の側面又は底面の温度を検出する。 The temperature sensor 48 detects the liquid temperature of the lithium ion battery 14 or the temperature of the side surface or the bottom surface of the case (not shown) for storing the lithium ion battery 14.
【0018】 0018
リチウムイオンバッテリ14には、電子制御ユニット60(以下、「BATT・ECU60」という)が接続されている。 An electronic control unit 60 (hereinafter referred to as "BATT / ECU 60") is connected to the lithium ion battery 14. BATT・ECU60には、電流センサ40、電圧センサ44及び温度センサ48の各検出信号が上記サンプリング周期で供給される。 The detection signals of the current sensor 40, the voltage sensor 44, and the temperature sensor 48 are supplied to the BATT / ECU 60 in the sampling cycle. BATT・ECU60は、電流センサ40、電圧センサ50及び温度センサ48の検出値に基づいて、リチウムイオンバッテリ14の充電状態(SOC)を演算する。 The BATT / ECU 60 calculates the charge state (SOC) of the lithium ion battery 14 based on the detected values ​​of the current sensor 40, the voltage sensor 50, and the temperature sensor 48. 尚、バッテリのSOCの演算手法は、公知の手法によるものあってよく、本発明は、特にリチウムイオンバッテリ14のSOCの演算手法を特定するものではない。 The SOC calculation method of the battery may be a known method, and the present invention does not particularly specify the SOC calculation method of the lithium ion battery 14. BATT・ECU60は、リチウムイオンバッテリ14のSOCに応じた電気信号をECO・ECU24及びEFI・ECU49に供給する。 The BATT / ECU 60 supplies an electric signal corresponding to the SOC of the lithium ion battery 14 to the ECO / ECU 24 and the EFI / ECU 49.
【0019】 0019
EFI・ECU49は、各種アイドルストップの許可条件(例えば、エンジン冷却水温度に関する条件や、リチウムイオンバッテリ14の温度やSOC等に関する条件、エンジン回転数に関する条件)の成立状況を確認して、最終的にアイドルストップの実行条件が成立するか否かを判定する。 The EFI / ECU 49 confirms the establishment status of various idle stop permission conditions (for example, conditions related to the engine cooling water temperature, conditions related to the temperature and SOC of the lithium ion battery 14, conditions related to the engine speed), and finally. It is determined whether or not the execution condition of the idle stop is satisfied. 最終的にアイドルストップの実行条件が成立した場合、運転者がイグニションスイッチをIGオン状態からオフ状態へ移行させることなく燃料噴射や点火等の実行が停止され、エンジンが運転状態から停止状態へ移行される。 When the execution condition of idle stop is finally satisfied, the execution of fuel injection, ignition, etc. is stopped without the driver shifting the ignition switch from the IG on state to the off state, and the engine shifts from the operating state to the stopped state. Will be done.
【0020】 0020
アイドルストップ中、即ちエンジンが一時的に停止状態にある間、EFI・ECU49は、車両がAT車である場合は変速機のシフト位置が“N”レンジから“D”レンジ又は“R”レンジに移行したか否か或いはブレーキ操作が解除されたか否か、また、車両がMT車である場合はクラッチペダルが踏み込まれたか否かに基づいて、アイドルストップの解除条件が成立するか否を判定する。 During idle stop, that is, while the engine is temporarily stopped, the EFI / ECU 49 shifts the transmission position from the "N" range to the "D" range or the "R" range when the vehicle is an AT vehicle. It is determined whether or not the idle stop release condition is satisfied based on whether or not the shift has been made, whether or not the brake operation has been released, and if the vehicle is an MT vehicle, whether or not the clutch pedal has been depressed. .. その結果、アイドルストップの解除条件が成立した場合は、運転者がイグニションスイッチをIGオン状態からスタータオン状態に移行させることなくスタータ18が作動状態となり、エンジンが再始動される。 As a result, when the condition for releasing the idle stop is satisfied, the starter 18 is put into the operating state and the engine is restarted without the driver shifting the ignition switch from the IG on state to the starter on state.
【0021】 0021.
車両用電源装置10は、また、エンジンの回転により発電する直流発電機(オルタネータ)20を備えている。 The vehicle power supply device 10 also includes a DC generator (alternator) 20 that generates electricity by rotating the engine. EFI・ECU49は、燃費の向上を図るべく、車両の走行状態に応じて直流発電機20の発電電圧を制御する。 The EFI / ECU 49 controls the generated voltage of the DC generator 20 according to the running state of the vehicle in order to improve fuel efficiency. 具体的には、車両の定常走行時やエンジンのアイドル運転時には、直流発電機20の目標発電電圧は、適宜予め設定されたV t1 〜V t2の範囲内で、鉛バッテリ12の放電が生じないような値に調整される。 Specifically, during steady running of the vehicle or idle operation of the engine, the target generated voltage of the DC generator 20 does not discharge the lead battery 12 within the range of V t1 to V t2 set in advance. It is adjusted to the value like. また、車両減速時(回生ブレーキ作動時)には、直流発電機20の目標発電電圧は、定常走行時やアイドル運転時に比して大きな値に調整される(例えば、V t2 )。 Further, when the vehicle is decelerated (when the regenerative brake is activated), the target generated voltage of the DC generator 20 is adjusted to a larger value than during steady driving or idle driving (for example, V t2 ). また、車両加速時には、アイドルストップ中(即ち、エンジン停止中)と同様、直流発電機20の発電電圧はゼロになる(即ち、発電が行われない)。 Further, when the vehicle is accelerated, the generated voltage of the DC generator 20 becomes zero (that is, power generation is not performed) as in the case of idle stop (that is, when the engine is stopped).
【0022】 0022.
このように、本実施例のEFI・ECU49は、原則的には、燃費の向上を図るべく、直流発電機20が常時発電するような制御を実行しない。 As described above, in principle, the EFI / ECU 49 of the present embodiment does not execute the control that the DC generator 20 constantly generates power in order to improve the fuel efficiency. 但し、後に詳説する如く、EFI・ECU49は、リチウムイオンバッテリ14のSOCが所定の範囲内から逸脱した際には、直流発電機20に対して特別な制御(常時発電制御)を実行する。 However, as will be described in detail later, when the SOC of the lithium ion battery 14 deviates from the predetermined range, the EFI / ECU 49 executes special control (constant power generation control) on the DC generator 20.
【0023】 [0023]
直流発電機20には、負荷26及び鉛バッテリ12が接続されると共に、リチウムイオンバッテリ14がDC/DCコンバータ22を介して接続されている。 A load 26 and a lead battery 12 are connected to the DC generator 20, and a lithium ion battery 14 is connected via a DC / DC converter 22. 直流発電機20が発生する電気エネルギは、負荷26の電力源として用いられると共に、鉛バッテリ12及び/又はリチウムイオンバッテリの充電に用いられる。 The electrical energy generated by the DC generator 20 is used as a power source for the load 26 and is also used for charging the lead battery 12 and / or the lithium ion battery.
【0024】 0024
負荷26には、直流発電機20及び鉛バッテリ12が接続されると共に、リチウムイオンバッテリ14がDC/DCコンバータ22を介して接続されている。 A DC generator 20 and a lead battery 12 are connected to the load 26, and a lithium ion battery 14 is connected via a DC / DC converter 22. 負荷26には、各種補機、及び、アクセルやブレーキ等のいわゆるバイワイヤシステムが含まれる。 The load 26 includes various auxiliary machines and so-called by-wire systems such as accelerators and brakes. 尚、補機には、ヘッドランプ、フォグランプ、コーナリングシグナルランプ、コーナーランプ等のランプ類、エアコン等の空調装置、オーディオ、カーナビゲーション、ABSシステム、電動オイルポンプ、メータ類、デフォガ、ワイパ、パワーウィンド等が含まれる。 Auxiliary equipment includes headlamps, fog lamps, cornering signal lamps, corner lamps and other lamps, air conditioners such as air conditioners, audio, car navigation systems, ABS systems, electric oil pumps, meters, defogers, wipers, and power windows. Etc. are included. 各補機および各バイワイヤシステムは、エンジン作動時には主に直流発電機20から電力供給され、一方、アイドルストップ中のようなエンジン停止時には主にリチウムイオンバッテリ14から電力供給される。 Each auxiliary machine and each by-wire system is mainly supplied with power from the DC generator 20 when the engine is operating, while being supplied with power mainly from the lithium ion battery 14 when the engine is stopped such as during idle stop.
【0025】 0025
DC/DCコンバータ22は、双方向DC/DCコンバータであり、内蔵するパワートランジスタのスイッチング動作に従って、鉛バッテリ12側の電圧を昇圧してリチウムイオンバッテリ14側へ供給し、或いは、リチウムイオンバッテリ14側の電圧を降圧して鉛バッテリ12側へ供給する。 The DC / DC converter 22 is a bidirectional DC / DC converter, and according to the switching operation of the built-in power transistor, the voltage on the lead battery 12 side is boosted and supplied to the lithium ion battery 14 side, or the lithium ion battery 14 The voltage on the side is stepped down and supplied to the lead battery 12 side.
【0026】 0026
DC/DCコンバータ22は、ECO・ECU24により制御される。 The DC / DC converter 22 is controlled by the ECO / ECU 24. ECO・ECU24がDC/DCコンバータ22に対して行う制御内容には、DC/DCコンバータ22の動作方向の制御、DC/DCコンバータ22のPb側端子13の出力電圧の制御、DC/DCコンバータ22のLi側端子15の出力電圧の制御、及び、DC/DCコンバータ22の動作を停止させる制御が含まれる。 The control contents performed by the ECO / ECU 24 on the DC / DC converter 22 include control of the operating direction of the DC / DC converter 22, control of the output voltage of the Pb side terminal 13 of the DC / DC converter 22, and DC / DC converter 22. The control of the output voltage of the Li side terminal 15 and the control of stopping the operation of the DC / DC converter 22 are included.
【0027】 [0027]
具体的には、ECO・ECU24は、2種類の方向指示信号(即ち、鉛バッテリ12側の電圧を昇圧してリチウムイオンバッテリ14側へ供給する方向、又は、リチウムイオンバッテリ14側の電圧を降圧して鉛バッテリ12側へ供給する方向)を選択的にDC/DCコンバータ22に供給することにより、DC/DCコンバータ22の動作方向を制御する。 Specifically, the ECO / ECU 24 steps in the direction of boosting the voltage on the lead battery 12 side and supplying it to the lithium ion battery 14 side, or lowering the voltage on the lithium ion battery 14 side. The direction of supply to the lead battery 12 side) is selectively supplied to the DC / DC converter 22, thereby controlling the operation direction of the DC / DC converter 22.
【0028】 [0028]
また、ECO・ECU24は、Pb側端子13の目標出力電圧の指示値(本例では、V t3 〜V t4の範囲内の指示値)をDC/DCコンバータ22に供給することにより、DC/DCコンバータ22のPb側端子13の出力電圧を制御する。 Further, the ECO / ECU 24 supplies the indicated value of the target output voltage of the Pb side terminal 13 (in this example, the indicated value in the range of V t3 to V t4 ) to the DC / DC converter 22, thereby supplying the DC / DC. The output voltage of the Pb side terminal 13 of the converter 22 is controlled. DC/DCコンバータ22のPb側端子13の目標出力電圧が指示されると、DC/DCコンバータ22は、リチウムイオンバッテリ14側の電圧を当該指示値まで降圧して鉛バッテリ12側に出力する。 When the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 is instructed, the DC / DC converter 22 steps down the voltage on the lithium ion battery 14 side to the indicated value and outputs it to the lead battery 12 side. これにより、リチウムイオンバッテリ14側では、Pb側端子13の目標出力電圧(又は、直流発電機20の発電電圧)に依存した放電が実現される。 As a result, on the lithium ion battery 14 side, discharge depending on the target output voltage of the Pb side terminal 13 (or the generated voltage of the DC generator 20) is realized.
【0029】 [0029]
このPb側端子13の出力電圧の制御は、原則的には、アイドルストップ中において実行される。 In principle, the control of the output voltage of the Pb side terminal 13 is executed during idle stop. 即ち、アイドルストップ中においては、鉛バッテリ12に代わってリチウムイオンバッテリ14が負荷26の電力源として機能し、鉛バッテリ12の寿命低下が防止されている。 That is, during the idle stop, the lithium ion battery 14 functions as a power source for the load 26 instead of the lead battery 12, and the life of the lead battery 12 is prevented from being shortened.
【0030】 [0030]
また、ECO・ECU24は、Li側端子15の目標出力電圧の指示値(本例では、V t5 〜V t6の範囲内の指示値)をDC/DCコンバータ22に供給することにより、DC/DCコンバータ22のLi側端子15の出力電圧を制御する。 Further, the ECO / ECU 24 supplies the indicated value of the target output voltage of the Li side terminal 15 (in this example, the indicated value in the range of V t5 to V t6 ) to the DC / DC converter 22, thereby supplying the DC / DC. The output voltage of the Li side terminal 15 of the converter 22 is controlled. このとき、ECO・ECU24は、リチウムイオンバッテリ14のSOCを監視しつつ、リチウムイオンバッテリ14のSOCが適切な範囲内になるようにLi側端子15の目標出力電圧の指示値を決定する。 At this time, the ECO / ECU 24 monitors the SOC of the lithium ion battery 14 and determines the indicated value of the target output voltage of the Li side terminal 15 so that the SOC of the lithium ion battery 14 is within an appropriate range. DC/DCコンバータ22のLi側端子15の目標出力電圧が指示されると、DC/DCコンバータ22は、鉛バッテリ12側の電圧を当該指示値まで昇圧してリチウムイオンバッテリ14側に出力する。 When the target output voltage of the Li side terminal 15 of the DC / DC converter 22 is instructed, the DC / DC converter 22 boosts the voltage on the lead battery 12 side to the indicated value and outputs it to the lithium ion battery 14 side. これにより、目標出力電圧に応じたリチウムイオンバッテリ14の充電が実現される。 As a result, charging of the lithium ion battery 14 according to the target output voltage is realized.
【0031】 0031
このLi側端子15の出力電圧の制御は、原則的には、車両の定常走行時やエンジンのアイドル運転時、車両の減速時(回生ブレーキ作動時)において実行される。 In principle, the control of the output voltage of the Li side terminal 15 is executed during steady running of the vehicle, idle operation of the engine, and deceleration of the vehicle (when the regenerative brake is activated). 尚、このとき、鉛バッテリ12側においても、Li側端子15の目標出力電圧及び直流発電機20の発電電圧に依存した充電が実現される。 At this time, charging depending on the target output voltage of the Li side terminal 15 and the generated voltage of the DC generator 20 is also realized on the lead battery 12 side.
【0032】 [0032]
また、ECO・ECU24は、DC/DCコンバータ22の動作を停止させる制御信号をDC/DCコンバータ22に供給することにより、若しくは、上述の方向指示信号の供給を停止することにより、DC/DCコンバータ22の動作を停止させる。 Further, the ECO / ECU 24 supplies a control signal for stopping the operation of the DC / DC converter 22 to the DC / DC converter 22, or stops the supply of the above-mentioned direction indicating signal to the DC / DC converter. The operation of 22 is stopped. このDC/DCコンバータ22の動作の停止は、原則的には、車両加速時に実行される。 In principle, the operation of the DC / DC converter 22 is stopped when the vehicle is accelerated. 即ち、車両加速時(このとき、直流発電機20の発電電圧は上述の如くゼロである)には、リチウムイオンバッテリ14の充電が禁止され、また、鉛バッテリ12が負荷26の電力源として用いられ、燃費の向上が図られている。 That is, when the vehicle is accelerating (at this time, the generated voltage of the DC generator 20 is zero as described above), charging of the lithium ion battery 14 is prohibited, and the lead battery 12 is used as the power source of the load 26. The fuel efficiency has been improved.
【0033】 0033
このように、ECO・ECU24は、DC/DCコンバータ22の出力電圧の制御を介して、リチウムイオンバッテリ14のSOCを制御している。 In this way, the ECO / ECU 24 controls the SOC of the lithium ion battery 14 through the control of the output voltage of the DC / DC converter 22. 即ち、リチウムイオンバッテリ14のSOCが所定の範囲内から上方に逸脱した場合には、ECO・ECU24は、BATT・ECU60からの放電要求信号に応答して、DC/DCコンバータ22のPb側端子13の目標出力電圧を適切に指示することで、リチウムイオンバッテリ14の放電を促進させている。 That is, when the SOC of the lithium ion battery 14 deviates upward from the predetermined range, the ECO / ECU 24 responds to the discharge request signal from the BATT / ECU 60, and the Pb side terminal 13 of the DC / DC converter 22 By appropriately instructing the target output voltage of the lithium ion battery 14, the discharge of the lithium ion battery 14 is promoted. 一方、リチウムイオンバッテリ14のSOCが所定の範囲内から下方に逸脱した場合には、ECO・ECU24は、BATT・ECU60からの充電要求信号に応答して、DC/DCコンバータ22のLi側端子15の目標出力電圧を適切に指示することで、リチウムイオンバッテリ14の充電を促進させている。 On the other hand, when the SOC of the lithium-ion battery 14 deviates downward from the predetermined range, the ECO / ECU 24 responds to the charge request signal from the BATT / ECU 60, and the Li side terminal 15 of the DC / DC converter 22 By appropriately instructing the target output voltage of the lithium ion battery 14, charging of the lithium ion battery 14 is promoted.
【0034】 0034
しかしながら、以上のようなリチウムイオンバッテリ14のSOC制御を行った場合であっても、次のような不都合が生ずる場合がある。 However, even when the SOC of the lithium ion battery 14 is controlled as described above, the following inconveniences may occur. 即ち、第1に、何らかの外的要因によりリチウムイオンバッテリ14のSOCの上昇を抑制できない事態に陥った場合には、リチウムイオンバッテリ14の過充電状態が長時間に亘り継続してしまい、リチウムイオンバッテリ14の劣化が促進される。 That is, first, when the increase in SOC of the lithium ion battery 14 cannot be suppressed due to some external factor, the overcharged state of the lithium ion battery 14 continues for a long time, and the lithium ion Deterioration of the battery 14 is accelerated.
【0035】 0035.
また、第2に、アイドルストップの頻繁に繰り返しによりリチウムイオンバッテリ14のSOCが所定の範囲内(本例では、30%〜75%)から逸脱した場合には、リチウムイオンバッテリ14の劣化を防止すべくアイドルストップが禁止されるが、直流発電機20は、上述の如く、常時発電していないため、リチウムイオンバッテリ14のSOCを所定の範囲内に回復させるまで時間を要する場合があり、アイドルストップの頻度が低下し、結果的に燃費が悪化してしまう場合がある。 Secondly, when the SOC of the lithium-ion battery 14 deviates from the predetermined range (30% to 75% in this example) due to frequent repetition of idle stop, deterioration of the lithium-ion battery 14 is prevented. Idle stop is prohibited as much as possible, but as described above, since the DC generator 20 does not always generate power, it may take time to restore the SOC of the lithium ion battery 14 within a predetermined range, and it is idle. The frequency of stops may decrease, resulting in poor fuel efficiency.
【0036】 0036
これに対して、本実施例では、以下で図2を参照して詳説する如く、リチウムイオンバッテリ14のSOCに応じて、DC/DCコンバータ22及び直流発電機20を適切に制御することで、上述の不都合を防止する。 On the other hand, in this embodiment, as described in detail below with reference to FIG. 2, the DC / DC converter 22 and the DC generator 20 are appropriately controlled according to the SOC of the lithium ion battery 14. Prevent the above-mentioned inconvenience.
【0037】 0037
図2は、上述の不都合を防止すべく本実施例のECO・ECU24及びEFI・ECU49が協働して実行する処理のフローチャートである。 FIG. 2 is a flowchart of processing executed in cooperation with the ECO / ECU 24 and the EFI / ECU 49 of this embodiment in order to prevent the above-mentioned inconvenience. 尚、本処理ルーチンは、例えばリチウムイオンバッテリ14のSOCの演算周期毎(即ち、電流センサ40のサンプリング周期毎)に実行されてよい。 Note that this processing routine may be executed, for example, every SOC calculation cycle of the lithium ion battery 14 (that is, every sampling cycle of the current sensor 40).
【0038】 [0038]
ステップ100では、リチウムイオンバッテリ14のSOCが所定の過充電判定値Th1(%)より大きいか否かを判断する処理が実行される。 In step 100, a process of determining whether or not the SOC of the lithium ion battery 14 is larger than a predetermined overcharge determination value Th1 (%) is executed. 過充電判定値Th1(%)は、アイドルストップが禁止される上限値(本例では、75%)よりも高い値であってよく、本例では85%である。 The overcharge determination value Th1 (%) may be a value higher than the upper limit value (75% in this example) in which idle stop is prohibited, and is 85% in this example. リチウムイオンバッテリ14のSOCが過充電判定値Th1(%)より大きい場合には、リチウムイオンバッテリ14が過充電状態であると判断して、ステップ110に進み、過充電判定値Th1(%)以下の場合には、ステップ130に進む。 When the SOC of the lithium ion battery 14 is larger than the overcharge determination value Th1 (%), it is determined that the lithium ion battery 14 is in the overcharge state, the process proceeds to step 110, and the overcharge determination value Th1 (%) or less. In the case of, the process proceeds to step 130.
【0039】 [0039]
ステップ110では、リチウムイオンバッテリ14の即時的な放電を実現させる処理が実行される。 In step 110, a process for realizing immediate discharge of the lithium ion battery 14 is executed. 具体的には、EFI・ECU49が、直流発電機20の目標発電電圧を最小値(本例では、V t1 )に固定すると共に、ECO・ECU24が、DC/DCコンバータ22のPb側端子13の目標出力電圧(指示値)を最小値(本例では、V t3 )に固定する。 Specifically, the EFI / ECU 49 fixes the target power generation voltage of the DC generator 20 to the minimum value (V t1 in this example), and the ECO / ECU 24 is the Pb side terminal 13 of the DC / DC converter 22. The target output voltage (indicated value) is fixed to the minimum value (V t3 in this example). この結果、リチウムイオンバッテリ14側からDC/DCコンバータ22を介して鉛バッテリ12側に急速な放電が実現される。 As a result, rapid discharge is realized from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22.
【0040】 0040
本ステップ110の処理は、続くステップ120でリチウムイオンバッテリ14のSOCが所定の放電終了判定値Th2(%)を下回ったと判断されるまで、継続される。 The process of this step 110 is continued until it is determined in the subsequent step 120 that the SOC of the lithium ion battery 14 has fallen below the predetermined discharge end determination value Th2 (%). 即ち、リチウムイオンバッテリ14の過充電状態が十分に解消されたと判断されるまで、リチウムイオンバッテリ14側からDC/DCコンバータ22を介して鉛バッテリ12側に急速な放電が継続される。 That is, rapid discharge is continued from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22 until it is determined that the overcharged state of the lithium ion battery 14 is sufficiently eliminated. 尚、放電終了判定値Th2(%)は、アイドルストップが禁止される上限値(本例では、75%)よりも低い値に設定される(本例では、50%)。 The discharge end determination value Th2 (%) is set to a value lower than the upper limit value (75% in this example) in which idle stop is prohibited (50% in this example). なお、ステップ120でリチウムイオンバッテリ14の過充電状態が十分に解消されたと判断された場合には、直流発電機20の目標発電電圧及びDC/DCコンバータ22のPb側端子13の目標出力電圧の最小値固定状態が解除され、今回のルーチンが終了する。 If it is determined in step 120 that the overcharged state of the lithium ion battery 14 has been sufficiently eliminated, the target power generation voltage of the DC generator 20 and the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 The fixed minimum value state is released, and this routine ends.
【0041】 [0041]
尚、上記ステップ110において、EFI・ECU49が、直流発電機20の作動を停止させる(即ち、発電量をゼロにする)と共に、ECO・ECU24が、DC/DCコンバータ22のPb側端子13の目標出力電圧(指示値)を鉛バッテリ12の電圧値(例えば、12V)に固定することも可能である。 In step 110, the EFI / ECU 49 stops the operation of the DC generator 20 (that is, the amount of power generation is reduced to zero), and the ECO / ECU 24 sets the target of the Pb side terminal 13 of the DC / DC converter 22. It is also possible to fix the output voltage (indicated value) to the voltage value (for example, 12V) of the lead battery 12. この場合であっても、リチウムイオンバッテリ14側からDC/DCコンバータ22を介して鉛バッテリ12側に急速な放電が継続され、リチウムイオンバッテリ14の過充電状態を即時に解消させることが可能である。 Even in this case, rapid discharge from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22 is continued, and the overcharged state of the lithium ion battery 14 can be immediately eliminated. is there.
【0042】 [0042]
一方、ステップ130では、リチウムイオンバッテリ14のSOCが所定の充電要求判定値Th3(%)より小さいか否かを判断する処理が実行される。 On the other hand, in step 130, a process of determining whether or not the SOC of the lithium ion battery 14 is smaller than a predetermined charge request determination value Th3 (%) is executed. 充電要求判定値Th3(%)は、アイドルストップが禁止される下限値(本例では、35%)よりも高い値であってよく、本例では45%である。 The charge request determination value Th3 (%) may be a value higher than the lower limit value (35% in this example) in which idle stop is prohibited, and is 45% in this example. リチウムイオンバッテリ14のSOCが充電要求判定値Th3(%)より小さい場合には、リチウムイオンバッテリ14を優先的に充電する必要があると判断して、ステップ140に進み、充電要求判定値Th3(%)以上の場合には、以後何ら処理を進めることなく、今回のルーチンが終了する。 If the SOC of the lithium ion battery 14 is smaller than the charge request determination value Th3 (%), it is determined that the lithium ion battery 14 needs to be charged preferentially, and the process proceeds to step 140, and the charge request determination value Th3 ( %) Or more, the current routine ends without any further processing.
【0043】 [0043]
ステップ140では、リチウムイオンバッテリ14への充電を促進させる処理が実行される。 In step 140, a process for promoting charging of the lithium ion battery 14 is executed. 具体的には、EFI・ECU49が、直流発電機20の発電が常時行われるように制御すると共に、直流発電機20の目標発電電圧をV t1 〜V t2の範囲内の所定値に固定する。 Specifically, the EFI / ECU 49 controls the DC generator 20 to generate power at all times, and fixes the target power generation voltage of the DC generator 20 to a predetermined value within the range of V t1 to V t2 . この結果、通常的には発電が停止される加速時においても直流発電機20の発電が行われ、リチウムイオンバッテリ14の充電が促進される。 As a result, the DC generator 20 is normally generated even at the time of acceleration when the power generation is stopped, and the charging of the lithium ion battery 14 is promoted. 尚、本ステップ140において、EFI・ECU49の上述の処理に加えて、ECO・ECU24が、DC/DCコンバータ22のLi側端子15の目標出力電圧(指示値)を最大値に固定することも有効である。 In this step 140, in addition to the above-mentioned processing of the EFI / ECU 49, it is also effective for the ECO / ECU 24 to fix the target output voltage (indicated value) of the Li side terminal 15 of the DC / DC converter 22 to the maximum value. Is. この場合、リチウムイオンバッテリ14への充電が一層促進される。 In this case, charging of the lithium ion battery 14 is further promoted.
【0044】 [0044]
本ステップ140の処理は、続くステップ150でリチウムイオンバッテリ14のSOCが所定の充電終了判定値Th4(%)を上回ったと判断されるまで、継続される。 The process of this step 140 is continued until it is determined in the subsequent step 150 that the SOC of the lithium ion battery 14 exceeds the predetermined charge end determination value Th4 (%). 即ち、リチウムイオンバッテリ14のSOCが十分に上昇したと判断されるまで、直流発電機20からDC/DCコンバータ22を介したリチウムイオンバッテリ14への充電が継続される。 That is, charging of the lithium ion battery 14 from the DC generator 20 via the DC / DC converter 22 is continued until it is determined that the SOC of the lithium ion battery 14 has sufficiently increased. 尚、充電終了判定値Th4(%)は、アイドルストップが禁止される下限値(本例では、35%)よりも高い値(本例では、50%)に設定される。 The charge end determination value Th4 (%) is set to a value higher (50% in this example) than the lower limit value (35% in this example) in which idle stop is prohibited. なお、ステップ150でリチウムイオンバッテリ14のSOC低下状態が十分に解消されたと判断された場合には、直流発電機20の常時発電状態及び直流発電機20の目標発電電圧の固定状態が解除され、今回のルーチンが終了する。 When it is determined in step 150 that the SOC reduction state of the lithium ion battery 14 is sufficiently resolved, the constant power generation state of the DC generator 20 and the fixed state of the target power generation voltage of the DC generator 20 are released. This routine ends.
【0045】 0045
以上説明したように、本実施例によれば、何らかの異常によりリチウムイオンバッテリ14が過充電状態に陥った場合であっても、直流発電機20の発電量を抑制することでリチウムイオンバッテリ14の放電を促進することができるので、リチウムイオンバッテリ14内部のエネルギ密度が上昇した過負荷状態を即時に回避することが可能となる。 As described above, according to the present embodiment, even when the lithium ion battery 14 falls into an overcharged state due to some abnormality, the lithium ion battery 14 can be reduced by suppressing the amount of power generated by the DC generator 20. Since the discharge can be promoted, it is possible to immediately avoid the overload state in which the energy density inside the lithium ion battery 14 is increased.
【0046】 [0046]
また、本実施例では、上述の如く、リチウムイオンバッテリ14のSOCが適正範囲内にある時には、直流発電機20の常時発電を抑制することにより、燃費の向上を図っている。 Further, in this embodiment, as described above, when the SOC of the lithium ion battery 14 is within the appropriate range, the fuel efficiency is improved by suppressing the constant power generation of the DC generator 20. 一方、リチウムイオンバッテリ14のSOCが低下した時には、直流発電機20の常時発電を行うことで、リチウムイオンバッテリ14のSOCを早急に回復させ、その結果、アイドルストップ頻度を増加させることにより、燃費の向上を図っている。 On the other hand, when the SOC of the lithium-ion battery 14 is lowered, the SOC of the lithium-ion battery 14 is quickly restored by constantly generating power from the DC generator 20, and as a result, the frequency of idle stop is increased to achieve fuel efficiency. We are trying to improve. 従って、本実施例によれば、直流発電機20の常時発電を抑制するよりもアイドルストップ頻度を増加させる方が燃費向上に寄与することから、トータル的に見て燃費が向上する。 Therefore, according to the present embodiment, increasing the idle stop frequency contributes to the improvement of the fuel consumption rather than suppressing the constant power generation of the DC generator 20, so that the fuel consumption is improved as a whole.
【0047】 [0047]
以上、本発明の好ましい実施例について詳説したが、本発明は、上述した実施例に制限されることはなく、本発明の範囲を逸脱することなく、上述した実施例に種々の変形及び置換を加えることができる。 Although the preferred examples of the present invention have been described in detail above, the present invention is not limited to the above-mentioned examples, and various modifications and substitutions are made to the above-mentioned examples without departing from the scope of the present invention. Can be added.
【0048】 0048
例えば、上述した実施例は、2個のバッテリ、即ち鉛バッテリ12とリチウムイオンバッテリ14とを備えた電源制御装置に関するものであったが、本発明は、リチウムイオンバッテリ14を含む2個以上のバッテリを有する如何なる電源制御装置に対しても適用可能である。 For example, the above-described embodiment relates to a power supply control device including two batteries, that is, a lead battery 12 and a lithium ion battery 14, but the present invention relates to two or more batteries including the lithium ion battery 14. It is applicable to any power control device that has a battery.
【0049】 [0049]
【発明の効果】 【The invention's effect】
本発明によれば、リチウムイオンバッテリを含む少なくとも2個のバッテリを備えた電源制御装置において、リチウムイオンバッテリのSOCを効果的に制御できる。 According to the present invention, the SOC of a lithium ion battery can be effectively controlled in a power supply control device including at least two batteries including a lithium ion battery.
【図面の簡単な説明】 [Simple explanation of drawings]
【図1】本発明の一実施例である車両用電源装置のシステム構成図を示す。 FIG. 1 shows a system configuration diagram of a vehicle power supply device according to an embodiment of the present invention.
【図2】本実施例のECUが実行する処理のフローチャートである。 FIG. 2 is a flowchart of processing executed by the ECU of this embodiment.
【符号の説明】 [Explanation of symbols]
10 車両用電源装置12 鉛バッテリ14 リチウムイオンバッテリ16 切換スイッチ18 スタータ20 直流発電機22 DC/DCコンバータ24 ECO・ECU 10 Vehicle power supply 12 Lead battery 14 Lithium ion battery 16 Changeover switch 18 Starter 20 DC generator 22 DC / DC converter 24 ECO / ECU
26 負荷40 電流センサ44 電圧センサ48 温度センサ49 EFI・ECU 26 Load 40 Current sensor 44 Voltage sensor 48 Temperature sensor 49 EFI / ECU
60 BATT・ECU [0001] 60 BATT ECU [0001]
BACKGROUND OF THE INVENTION BACKGROUND OF THE Invention
The present invention relates to a vehicle power supply device including two or more batteries including a lithium ion battery, and more particularly to a vehicle power supply device capable of effectively controlling the SOC of a lithium ion battery. The present invention relates to a vehicle power supply device including two or more batteries including a lithium ion battery, and more particularly to a vehicle power supply device capable of effectively controlling the SOC of a lithium ion battery.
[0002] [0002]
[Prior art] [Prior art]
Conventionally, in a power supply device including a lithium ion battery and a lead battery, it is known to control the SOC of the lead battery based on the state of charge (SOC) of the lithium ion battery (for example, Patent Document 1). In this conventional power supply device, when the lithium ion battery approaches full charge, the SOC of the lithium ion battery is adjusted by supplying regenerative energy to the load. Conventionally, in a power supply device including a lithium ion battery and a lead battery, it is known to control the SOC of the lead battery based on the state of charge (SOC) of the lithium ion battery (for example, Patent Document 1) In this conventional power supply device, when the lithium ion battery approaches full charge, the SOC of the lithium ion battery is adjusted by supplying regenerative energy to the load.
[0003] [0003]
[Patent Document 1] [Patent Document 1]
Japanese Patent Laid-Open No. 2001-313082 Japanese Patent Laid-Open No. 2001-313082
[Problems to be solved by the invention] [Problems to be solved by the invention]
By the way, the lithium-ion battery has a better regenerative capacity than the lead battery, but if the battery is overcharged, the energy density inside the battery increases and the battery is overloaded. Therefore, sufficient consideration should be given to safety. It is a battery. However, in the configuration in which the electric energy generated by the generator is supplied to the load as in the conventional power supply device described above, when an abnormality occurs in the charging system for the lithium ion battery due to some external factor, the lithium ion battery There is a problem that the overcharge state continues. By the way, the lithium-ion battery has a better regenerative capacity than the lead battery, but if the battery is overcharged, the energy density inside the battery increases and the battery is overloaded. Therefore, sufficient consideration should be given to safety. However, in the configuration in which the electric energy generated by the generator is supplied to the load as in the conventional power supply device described above, when an abnormality occurs in the charging system for the lithium ion battery due to some external factor, the lithium ion battery There is a problem that the overcharge state continues.
[0005] [0005]
In other words, in a vehicle power supply device including two or more batteries including a lithium ion battery, an excess of the lithium ion battery is taken into consideration when an abnormality occurs in the charging system for the lithium ion battery due to some external factor. It is necessary to take measures to eliminate the charged state immediately (fail safe). In other words, in a vehicle power supply device including two or more batteries including a lithium ion battery, an excess of the lithium ion battery is taken into consideration when an abnormality occurs in the charging system for the lithium ion battery due to some external factor . It is necessary to take measures to eliminate the charged state immediately (fail safe).
[0006] [0006]
Accordingly, an object of the present invention is to provide a vehicle power supply device that can effectively control the SOC of a lithium ion battery. Accordingly, an object of the present invention is to provide a vehicle power supply device that can effectively control the SOC of a lithium ion battery.
[0007] [0007]
[Means for Solving the Problems] [Means for Solving the Problems]
The object is to provide a lithium ion battery, a DC / DC converter, a second battery connected to the lithium ion battery via the DC / DC converter, and the lithium ion battery. A vehicular power supply device comprising a generator for generating electric energy supplied via the DC / DC converter, A vehicular power supply device comprising a generator for generating electric energy. The object is to provide a lithium ion battery, a DC / DC converter, a second battery connected to the lithium ion battery via the DC / DC converter, and the lithium ion battery. supplied via the DC / DC converter,
When the state of charge of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction to limit power generation, and power is supplied from the lithium ion battery side to the second battery side. As described above, the DC / DC converter is controlled as described above. When the state of charge of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction to limit power generation, and power is supplied from the lithium ion battery side to the second battery side. As described above, the DC / DC converter is controlled as described above.
[0008] [0008]
According to the present invention, even if an abnormality occurs in the charging system for the lithium ion battery due to some factor, the power generation of the generator is limited, so that charging to the lithium ion battery is suppressed, and DC Since the discharge of the lithium ion battery is promoted by the control of the / DC converter, the lithium ion battery can be rapidly discharged. As a result, according to the present invention, even when the lithium ion battery falls into an overcharged state, the overload state can be resolved immediately. According to the present invention, even if an abnormality occurs in the charging system for the lithium ion battery due to some factor, the power generation of the generator is limited, so that charging to the lithium ion battery is suppressed, and DC Since the discharge of the lithium ion battery is promoted by the control of the / DC converter, the lithium ion battery can be rapidly discharged. As a result, according to the present invention, even when the lithium ion battery falls into an overcharged state, the overload state can be resolved immediately.
[0009] [0009]
In addition, as described in claim 2 or 3, in order to control the power generator in a direction in which the power generation is limited, the target power generation voltage of the power generator is set to a minimum value or the operation of the power generator is And controlling the DC / DC converter so that power is supplied from the lithium ion battery side to the second battery side. Setting the target output voltage on the second battery side to a minimum value may be included. In addition, as described in claim 2 or 3, in order to control the power generator in a direction in which the power generation is limited, the target power generation voltage of the power generator is set to a minimum value or the operation of the power generator is And controlling the DC / DC converter so that power is supplied from the lithium ion battery side to the second battery side. Setting the target output voltage on the second battery side to a minimum value may be included.
[0010] [0010]
Further, as describedMotomeko 4, as well as power supply to a predetermined auxiliary via the DC / DC converter from the lithium-ion battery during idle stop, the generator in accordance with the running state of at least the vehicle the vehicle power supply device according to claim 1, wherein suppressing the generation, Further, as described Motomeko 4, as well as power supply to a predetermined auxiliary via the DC / DC converter from the lithium-ion battery during idle stop, the generator in accordance with the running state of at least the vehicle the vehicle power supply device according to claim 1, wherein suppressing the generation,
When the state of charge of the lithium ion battery falls below a predetermined value, suppression of power generation by the generator may be canceled . When the state of charge of the lithium ion battery falls below a predetermined value, suppression of power generation by the generator may be canceled .
[0011] [0011]
In this case , the vehicular power supply device is intended to improve fuel consumption by suppressing power generation by the generator during acceleration of the vehicle . However, when the idle stop frequency increases, the SOC of the lithium ion battery decreases, and it becomes difficult to supply power from the lithium ion battery to a predetermined auxiliary machine. Under such circumstances, if the power supply from the lithium ion battery is continued, the deterioration of the lithium ion battery is promoted, and conversely, if the idle stop frequency is suppressed, the fuel efficiency is deteriorated as a result. On the other hand, in the present invention, in order to maintain the idle stop frequency, when the SOC of the lithium ion battery falls below a predetermined value, the above-described suppression of power generation by the generator is released. As a result, charging of the lithium ion battery is promoted, so that the fuel efficiency improvement effect by maintain In this case , the vehicular power supply device is intended to improve fuel consumption by suppressing power generation by the generator during acceleration of the vehicle . However, when the idle stop frequency increases, the SOC of the lithium ion battery decreases, and it becomes difficult To supply power from the lithium ion battery to a predetermined auxiliary machine. Under such circumstances, if the power supply from the lithium ion battery is continued, the deterioration of the lithium ion battery is promoted, and conversely, if the idle stop frequency is suppressed. , the fuel efficiency is deteriorated as a result. On the other hand, in the present invention, in order to maintain the idle stop frequency, when the SOC of the lithium ion battery falls below a predetermined value, the above-described suppression of power generation by the generator is released. As a result, charging of the lithium ion battery is promoted, so that the fuel efficiency improvement effect by maintain ing the idle stop frequency can be obtained instead of the fuel efficiency improvement effect by suppressing the power generation of the generator. improves. ing the idle stop frequency can be obtained instead of the fuel efficiency improvement effect by suppressing the power generation of the generator.
[0012] [0012]
In addition, as described in claim 5, suppressing the power generation of the generator may include stopping the operation of the generator, and in this case, canceling the suppression of the power generation of the generator. This may include not stopping the operation of the generator. In addition, as described in claim 5, suppressing the power generation of the generator may include stopping the operation of the generator, and in this case, canceling the suppression of the power generation of the generator. This may include not stopping the operation of the generator.
[0013] [0013]
DETAILED DESCRIPTION OF THE INVENTION CVD DESCRIPTION OF THE Invention
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Embodied, preferred embodiments of the present invention will be described with reference to the drawings.
[0014] [0014]
FIG. 1 is a system configuration diagram of a vehicle power supply device 10 according to an embodiment of the present invention. As shown in FIG. 1, the vehicular power supply apparatus 10 includes two electronic control units 24 and 49 (hereinafter referred to as “ECO / ECU 24” and “EFI / ECU 49”, respectively) interconnected via an appropriate bus such as a high-speed communication bus. ”). FIG. 1 is a system configuration diagram of a vehicle power supply device 10 according to an embodiment of the present invention. As shown in FIG. 1, the vehicular power supply apparatus 10 includes two electronic control units 24 and 49 (hereinafter referred to as “ECO / ECU 24” and “EFI / ECU 49”, respectively) interconnected via an appropriate bus such as a high-speed communication bus. ”).
[0015] [0015]
The vehicle power supply device 10 includes two batteries 12 and 14. In the present embodiment, the battery 12 is a lead battery (auxiliary battery) having a voltage of about 12V, while the battery 14 is a lithium ion battery (main battery) having a voltage of about 14.4V. The lead battery 12 has a higher output per unit volume (output density; unit is W / l) than the lithium ion battery 14, while energy (energy density; unit is Wh / unit) that can be extracted per unit volume. l) is a low battery. The vehicle power supply device 10 includes two batteries 12 and 14. In the present embodiment, the battery 12 is a lead battery (auxiliary battery) having a voltage of about 12V, while the battery 14 is a lithium ion battery (main battery) having a voltage of about 14.4V. The lead battery 12 has a higher output per unit volume (output density; unit is W / l) than the lithium ion battery 14, while energy (energy density; unit is Wh / unit) that can be extracted per unit volume. L) is a low battery.
[0016] [0016]
A starter 18 is connected to the lead battery 12 and the lithium ion battery 14 via a changeover switch 16. The starter 18 is attached to an engine that functions as a power source for the vehicle. The starter 18 functions as a starter that starts the engine from a stopped state using electric power supplied from the lead battery 12 or the lithium ion battery 14 connected via the changeover switch 16. Specifically, the starter 18 operates using the lead battery 12 as a power source during normal engine start, and operates using the lithium ion battery 14 as a power source during engine restart after the end of the idle stop. A starter 18 is connected to the lead battery 12 and the lithium ion battery 14 via a changeover switch 16. The starter 18 is attached to an engine that functions as a power source for the vehicle. The starter 18 functions as a starter that starts the engine from a stopped state using electric power supplied from the lead battery 12 or the lithium ion battery 14 connected via the changeover switch 16. Specifically, the starter 18 operates using the lead battery 12 as a power source during normal engine start, and operates using the lithium ion battery 14 as a power source during engine restart after the end of the idle stop.
[0017] [0017]
The vehicle power supply device 10 also includes a current sensor 40, a voltage sensor 44, and a temperature sensor 48. The current sensor 40 detects the current value of the lithium ion battery 14 at a predetermined sampling period. The voltage sensor 44 detects the terminal voltage of the lithium ion battery 14 at a predetermined sampling period. The temperature sensor 48 detects the liquid temperature of the lithium ion battery 14 or the temperature of the side surface or the bottom surface of a case (not shown) that stores the lithium ion battery 14. The vehicle power supply device 10 also includes a current sensor 40, a voltage sensor 44, and a temperature sensor 48. The current sensor 40 detects the current value of the lithium ion battery 14 at a predetermined sampling period. The voltage sensor 44 detects the terminal voltage of the lithium ion battery 14 at a predetermined sampling period. The temperature sensor 48 detects the liquid temperature of the lithium ion battery 14 or the temperature of the side surface or the bottom surface of a case (not shown) that stores the lithium ion battery 14.
[0018] [0018]
An electronic control unit 60 (hereinafter referred to as “BATT / ECU 60”) is connected to the lithium ion battery 14. The BATT / ECU 60 is supplied with detection signals of the current sensor 40, the voltage sensor 44, and the temperature sensor 48 in the sampling period. The BATT / ECU 60 calculates the state of charge (SOC) of the lithium ion battery 14 based on the detection values of the current sensor 40, the voltage sensor 50, and the temperature sensor 48. The battery SOC calculation method may be a known method, and the present invention does not particularly specify the SOC calculation method of the lithium ion battery 14. The BATT / ECU 60 supplies an electrical signal corresponding to the SOC of the lithium ion battery 14 to the ECO / ECU 24 and the EFI / ECU 49. An electronic control unit 60 (hereinafter referred to as “BATT / ECU 60”) is connected to the lithium ion battery 14. The BATT / ECU 60 is supplied with detection signals of the current sensor 40, the voltage sensor 44, and the temperature sensor 48 in the sampling period. The BATT / ECU 60 calculates the state of charge (SOC) of the lithium ion battery 14 based on the detection values ​​of the current sensor 40, the voltage sensor 50, and the temperature sensor 48. The battery SOC calculation method may be a known method, and the present invention does not particularly specify the SOC calculation method of the lithium ion battery 14. The BATT / ECU 60 supplies an electrical signal corresponding to the SOC of the lithium ion battery 14 to the ECO / ECU 24 and the EFI / ECU 49.
[0019] [0019]
The EFI / ECU 49 confirms the establishment of various idle stop permission conditions (for example, conditions related to the engine coolant temperature, conditions related to the temperature and SOC of the lithium ion battery 14, conditions related to the engine speed, etc.), and finally It is determined whether or not the idle stop execution condition is satisfied. When the execution condition for idling stop is finally satisfied, the driver stops execution of fuel injection, ignition, etc. without moving the ignition switch from the IG on state to the off state, and the engine transitions from the operating state to the stopped state. Is done. The EFI / ECU 49 confirms the establishment of various idle stop permission conditions (for example, conditions related to the engine coolant temperature, conditions related to the temperature and SOC of the lithium ion battery 14, conditions related to the engine speed, etc.) , and finally It is determined whether or not the idle stop execution condition is satisfied. When the execution condition for idling stop is finally satisfied, the driver stops execution of fuel injection, ignition, etc. without moving the ignition switch from the IG on state to the off state, and the engine transitions from the operating state to the stopped state. Is done.
[0020] [0020]
During idle stop, that is, while the engine is temporarily stopped, the EFI / ECU 49 changes the shift position of the transmission from the “N” range to the “D” range or the “R” range when the vehicle is an AT vehicle. It is determined whether or not an idle stop release condition is satisfied based on whether or not the vehicle has shifted or whether or not the brake operation has been released, and whether or not the clutch pedal has been depressed if the vehicle is an MT vehicle. . As a result, when the condition for releasing the idle stop is satisfied, the starter 18 is activated without causing the driver to shift the ignition switch from the IG on state to the starter on state, and the engine is restarted. During idle stop, that is, while the engine is temporarily stopped, the EFI / ECU 49 changes the shift position of the transmission from the “N” range to the “D” range or the “R” range when the vehicle is an AT it is determined whether or not an idle stop release condition is satisfied based on whether or not the vehicle has determining or whether or not the brake operation has been released, and whether or not the clutch pedal has been depressed if the vehicle is an MT vehicle .. As a result, when the condition for releasing the idle stop is satisfied, the starter 18 is activated without causing the driver to shift the ignition switch from the IG on state to the starter on state, and the engine is restarted.
[0021] [0021]
The vehicle power supply device 10 also includes a DC generator (alternator) 20 that generates electric power by rotating the engine. The EFI / ECU 49 controls the power generation voltage of the DC generator 20 in accordance with the traveling state of the vehicle in order to improve fuel consumption. Specifically, during steady running of the vehicle or idling operation of the engine, the target power generation voltage of the DC generator 20 is within an appropriate preset range of V t1 to V t2 , and the lead battery 12 does not discharge. It is adjusted to such a value. Further, when the vehicle is decelerated (when the regenerative brake is activated), the target power generation voltage of the DC generator 20 is adjusted to a larger value than during steady running or idle driving (for example, V t2 ). Further, at the time of vehicle acceleration, the generated voltage of the DC generator 20 becomes zero (that is, no power generation is performed) as in the idling stop (that is, The vehicle power supply device 10 also includes a DC generator (alternator) 20 that generates electric power by rotating the engine. The EFI / ECU 49 controls the power generation voltage of the DC generator 20 in accordance with the traveling state of the vehicle in order To improve fuel consumption. Specifically, during steady running of the vehicle or idling operation of the engine, the target power generation voltage of the DC generator 20 is within an appropriate preset range of V t1 to V t2 , and the lead battery 12 does not discharge. It is adjusted to such a value. Further, when the vehicle is decelerated (when the regenerative brake is activated), the target power generation voltage of the DC generator 20 is adjusted to a larger value than during steady running or idle driving ( for example, V t2 ). Further, at the time of vehicle acceleration, the generated voltage of the DC generator 20 becomes zero (that is, no power generation is performed) as in the idling stop (that is, when the engine is stopped). when the engine is stopped).
[0022] [0022]
Thus, in principle, the EFI / ECU 49 of the present embodiment does not execute control such that the DC generator 20 always generates power in order to improve fuel consumption. However, as will be described in detail later, when the SOC of the lithium ion battery 14 deviates from a predetermined range, the EFI / ECU 49 performs special control (always power generation control) on the DC generator 20. Thus, in principle, the EFI / ECU 49 of the present embodiment does not execute control such that the DC generator 20 always generates power in order to improve fuel consumption. However, as will be described in detail later, when the SOC of the lithium ion battery 14 deviates from a predetermined range, the EFI / ECU 49 performs special control (always power generation control) on the DC generator 20.
[0023] [0023]
A load 26 and a lead battery 12 are connected to the DC generator 20, and a lithium ion battery 14 is connected via a DC / DC converter 22. The electric energy generated by the DC generator 20 is used as a power source for the load 26 and is used for charging the lead battery 12 and / or the lithium ion battery. A load 26 and a lead battery 12 are connected to the DC generator 20, and a lithium ion battery 14 is connected via a DC / DC converter 22. The electric energy generated by the DC generator 20 is used as a power source for the load 26 and is used for charging the lead battery 12 and / or the lithium ion battery.
[0024] [0024]
A DC generator 20 and a lead battery 12 are connected to the load 26, and a lithium ion battery 14 is connected via a DC / DC converter 22. The load 26 includes various auxiliary machines and a so-called by-wire system such as an accelerator and a brake. In addition, auxiliary machines include headlamps, fog lamps, cornering signal lamps, corner lamps, air conditioners such as air conditioners, audio systems, car navigation systems, ABS systems, electric oil pumps, meters, defoggers, wipers, and power windows. Etc. are included. Each auxiliary machine and each by-wire system is supplied with electric power mainly from the DC generator 20 when the engine is operated, and is supplied with electric power mainly from the lithium ion battery 14 when the engine is stopped such as during idling stop. A DC generator 20 and a lead battery 12 are connected to the load 26, and a lithium ion battery 14 is connected via a DC / DC converter 22. The load 26 includes various auxiliary machines and a so-called by-wire system such as An accelerator and a brake. In addition, auxiliary machines include headlamps, fog lamps, cornering signal lamps, corner lamps, air conditioners such as air conditioners, audio systems, car navigation systems, ABS systems, electric oil pumps, meters, defoggers, wipers , and power windows. Etc. are included. Each auxiliary machine and each by-wire system is supplied with electric power mainly from the DC generator 20 when the engine is operated, and is supplied with electric power mainly from the lithium ion battery 14 when the engine is stopped such as during idling stop.
[0025] [0025]
The DC / DC converter 22 is a bidirectional DC / DC converter, and boosts the voltage on the lead battery 12 side and supplies it to the lithium ion battery 14 side in accordance with the switching operation of the built-in power transistor, or the lithium ion battery 14. Side voltage is stepped down and supplied to the lead battery 12 side. The DC / DC converter 22 is a bidirectional DC / DC converter, and boosts the voltage on the lead battery 12 side and supplies it to the lithium ion battery 14 side in accordance with the switching operation of the built-in power transistor, or the lithium ion battery 14. Side voltage is stepped down and supplied to the lead battery 12 side.
[0026] [0026]
The DC / DC converter 22 is controlled by the ECO • ECU 24. The control contents performed by the ECO • ECU 24 on the DC / DC converter 22 include control of the operation direction of the DC / DC converter 22, control of the output voltage of the Pb-side terminal 13 of the DC / DC converter 22, and the DC / DC converter 22. The control of the output voltage of the Li side terminal 15 and the control of stopping the operation of the DC / DC converter 22 are included. The DC / DC converter 22 is controlled by the ECO • ECU 24. The control contents performed by the ECO • ECU 24 on the DC / DC converter 22 include control of the operation direction of the DC / DC converter 22, control of the output voltage of the Pb-side terminal 13 of the DC / DC converter 22, and the DC / DC converter 22. The control of the output voltage of the Li side terminal 15 and the control of stopping the operation of the DC / DC converter 22 are included.
[0027] [0027]
Specifically, the ECO • ECU 24 steps down two types of direction indication signals (that is, the direction in which the voltage on the lead battery 12 side is boosted and supplied to the lithium ion battery 14 side, or the voltage on the lithium ion battery 14 side is stepped down. Then, the operation direction of the DC / DC converter 22 is controlled by selectively supplying to the DC / DC converter 22. Specifically, the ECO • ECU 24 steps down two types of direction indication signals (that is, the direction in which the voltage on the lead battery 12 side is boosted and supplied to the lithium ion battery 14 side, or the voltage on the lithium ion battery 14 side is stepped down. Then, the operation direction of the DC / DC converter 22 is controlled by selectively supplying to the DC / DC converter 22.
[0028] [0028]
Further, the ECO • ECU 24 supplies the DC / DC converter 22 with the instruction value of the target output voltage of the Pb-side terminal 13 (in this example, the instruction value within the range of V t3 to V t4 ). The output voltage of the Pb side terminal 13 of the converter 22 is controlled. When the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 is instructed, the DC / DC converter 22 steps down the voltage on the lithium ion battery 14 side to the indicated value and outputs it to the lead battery 12 side. Thereby, on the lithium ion battery 14 side, the discharge depending on the target output voltage of the Pb side terminal 13 (or the generated voltage of the DC generator 20) is realized. Further, the ECO • ECU 24 supplies the DC / DC converter 22 with the instruction value of the target output voltage of the Pb-side terminal 13 (in this example, the instruction value within the range of V t3 to V t4 ). The output voltage of the Pb side terminal 13 of the converter 22 is controlled. When the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 is instructed, the DC / DC converter 22 steps down the voltage on the lithium ion battery 14 side to the indicated value and outputs it to the lead battery 12 side. Accordingly, on the lithium ion battery 14 side, the discharge depending on the target output voltage of the Pb side terminal 13 (or the generated voltage of the DC generator) 20) is realized.
[0029] [0029]
In principle, the control of the output voltage of the Pb side terminal 13 is executed during idle stop. That is, during the idle stop, the lithium ion battery 14 functions as a power source for the load 26 instead of the lead battery 12, and the life of the lead battery 12 is prevented from being reduced. In principle, the control of the output voltage of the Pb side terminal 13 is executed during idle stop. That is, during the idle stop, the lithium ion battery 14 functions as a power source for the load 26 instead of the lead battery 12, and the life of the lead battery 12 is prevented from being reduced.
[0030] [0030]
Further, the ECO • ECU 24 supplies the DC / DC converter 22 with the instruction value of the target output voltage of the Li-side terminal 15 (in this example, the instruction value within the range of V t5 to V t6 ). The output voltage of the Li side terminal 15 of the converter 22 is controlled. At this time, the ECO / ECU 24 determines the instruction value of the target output voltage of the Li-side terminal 15 so that the SOC of the lithium ion battery 14 falls within an appropriate range while monitoring the SOC of the lithium ion battery 14. When the target output voltage of the Li side terminal 15 of the DC / DC converter 22 is instructed, the DC / DC converter 22 boosts the voltage on the lead battery 12 side to the indicated value and outputs it to the lithium ion battery 14 side. Thereby, charging of the lithium ion battery 14 according to the target output voltage is realized. Further, the ECO • ECU 24 supplies the DC / DC converter 22 with the instruction value of the target output voltage of the Li-side terminal 15 (in this example, the instruction value within the range of V t5 to V t6 ). output voltage of the Li side terminal 15 of the converter 22 is controlled. At this time, the ECO / ECU 24 determines the instruction value of the target output voltage of the Li-side terminal 15 so that the SOC of the lithium ion battery 14 falls within an appropriate range while monitoring the SOC of the lithium ion battery 14. When the target output voltage of the Li side terminal 15 of the DC / DC converter 22 is instructed, the DC / DC converter 22 boosts the voltage on the lead battery 12 side to the indicated value and outputs it to the lithium ion battery 14 side. Therefore, charging of the lithium ion battery 14 according to the target output voltage is realized.
[0031] [0031]
In principle, the control of the output voltage of the Li-side terminal 15 is executed during steady running of the vehicle, idle operation of the engine, and deceleration of the vehicle (when the regenerative brake is activated). At this time, also on the lead battery 12 side, charging depending on the target output voltage of the Li-side terminal 15 and the generated voltage of the DC generator 20 is realized. In principle, the control of the output voltage of the Li-side terminal 15 is executed during steady running of the vehicle, idle operation of the engine, and deceleration of the vehicle (when the regenerative brake is activated). At this time, also on the lead battery 12 side, charging depending on the target output voltage of the Li-side terminal 15 and the generated voltage of the DC generator 20 is realized.
[0032] [0032]
Further, the ECO • ECU 24 supplies the control signal for stopping the operation of the DC / DC converter 22 to the DC / DC converter 22 or stops the supply of the above-described direction instruction signal, thereby the DC / DC converter. The operation of 22 is stopped. In principle, the operation of the DC / DC converter 22 is stopped during vehicle acceleration. That is, when the vehicle is accelerated (at this time, the generated voltage of the DC generator 20 is zero as described above), the charging of the lithium ion battery 14 is prohibited, and the lead battery 12 is used as a power source of the load 26. Therefore, improvement in fuel efficiency is achieved. Further, the ECO • ECU 24 supplies the control signal for stopping the operation of the DC / DC converter 22 to the DC / DC converter 22 or stops the supply of the above-described direction instruction signal, thereby the DC / DC converter. operation of 22 is stopped. In principle, the operation of the DC / DC converter 22 is stopped during vehicle acceleration. That is, when the vehicle is accelerated (at this time, the generated voltage of the DC generator 20 is zero as described above. ), The charging of the lithium ion battery 14 is prohibited, and the lead battery 12 is used as a power source of the load 26. Therefore, improvement in fuel efficiency is achieved.
[0033] [0033]
As described above, the ECO / ECU 24 controls the SOC of the lithium ion battery 14 through the control of the output voltage of the DC / DC converter 22. That is, when the SOC of the lithium ion battery 14 deviates upward from within a predetermined range, the ECO • ECU 24 responds to the discharge request signal from the BATT • ECU 60 to the Pb side terminal 13 of the DC / DC converter 22. By appropriately instructing the target output voltage, the discharge of the lithium ion battery 14 is promoted. On the other hand, when the SOC of the lithium ion battery 14 deviates downward from the predetermined range, the ECO • ECU 24 responds to the charge request signal from the BATT • ECU 60 and the Li side terminal 15 of the DC / DC converter 22. By appropriately indicating the target output voltage, the charging of the lithium ion battery 14 is promoted. As described above, the ECO / ECU 24 controls the SOC of the lithium ion battery 14 through the control of the output voltage of the DC / DC converter 22. That is, when the SOC of the lithium ion battery 14 deviates upward from within a predetermined range, the ECO • ECU 24 responds to the discharge request signal from the BATT • ECU 60 to the Pb side terminal 13 of the DC / DC converter 22. By appropriately instructing the target output voltage, the discharge of the lithium ion battery 14 is promoted. On the other hand, when the SOC of the lithium ion battery 14 deviates downward from the predetermined range, the ECO • ECU 24 responds to the charge request signal from the BATT • ECU 60 and the Li side terminal 15 of the DC / DC converter 22. By appropriately indicating the target output voltage, the charging of the lithium ion battery 14 is promoted.
[0034] [0034]
However, even if the above-described SOC control of the lithium ion battery 14 is performed, the following inconvenience may occur. That is, first, in the case where an increase in the SOC of the lithium ion battery 14 cannot be suppressed due to some external factor, the overcharge state of the lithium ion battery 14 continues for a long time, and the lithium ion battery 14 The deterioration of the battery 14 is promoted. However, even if the above-described SOC control of the lithium ion battery 14 is performed, the following inconvenience may occur. That is, first, in the case where an increase in the SOC of the lithium ion battery 14 cannot be suppressed due to some external factor, the overcharge state of the lithium ion battery 14 continues for a long time, and the lithium ion battery 14 The deterioration of the battery 14 is promoted.
[0035] [0035]
Second, when the SOC of the lithium ion battery 14 deviates from a predetermined range (30% to 75% in this example) due to frequent repeated idle stops, the deterioration of the lithium ion battery 14 is prevented. Although the idling stop is prohibited as much as possible, since the DC generator 20 does not always generate power as described above, it may take time until the SOC of the lithium ion battery 14 is restored within a predetermined range. The frequency of stops may decrease, resulting in a deterioration in fuel consumption. Second, when the SOC of the lithium ion battery 14 deviates from a predetermined range (30% to 75% in this example) due to frequent repeated idle stops, the deterioration of the lithium ion battery 14 is prevented. Although the idling stop is prohibited The frequency of stops may decrease, resulting in a deterioration as much as possible, since the DC generator 20 does not always generate power as described above, it may take time until the SOC of the lithium ion battery 14 is restored within a predetermined range. in fuel consumption.
[0036] [0036]
On the other hand, in this embodiment, as will be described in detail with reference to FIG. 2 below, by appropriately controlling the DC / DC converter 22 and the DC generator 20 according to the SOC of the lithium ion battery 14, The above inconvenience is prevented. On the other hand, in this embodiment, as will be described in detail with reference to FIG. 2 below, by appropriately controlling the DC / DC converter 22 and the DC generator 20 according to the SOC of the lithium ion battery 14, The above inconvenience is prevented.
[0037] [0037]
FIG. 2 is a flowchart of processing executed by the ECO / ECU 24 and the EFI / ECU 49 in cooperation with each other in order to prevent the above-described inconvenience. This processing routine may be executed, for example, every SOC calculation cycle of the lithium ion battery 14 (that is, every sampling cycle of the current sensor 40). FIG. 2 is a flowchart of processing executed by the ECO / ECU 24 and the EFI / ECU 49 in cooperation with each other in order to prevent the above-described inconvenience. This processing routine may be executed, for example, every SOC calculation cycle of the lithium ion battery 14 (that is, every sampling cycle of the current sensor 40).
[0038] [0038]
In step 100, a process of determining whether or not the SOC of the lithium ion battery 14 is greater than a predetermined overcharge determination value Th1 (%) is executed. The overcharge determination value Th1 (%) may be a value higher than the upper limit value (75% in this example) at which idle stop is prohibited, and is 85% in this example. If the SOC of the lithium ion battery 14 is greater than the overcharge determination value Th1 (%), it is determined that the lithium ion battery 14 is in an overcharge state, and the process proceeds to step 110 where the overcharge determination value Th1 (%) or less. In the case of, go to step 130. In step 100, a process of determining whether or not the SOC of the lithium ion battery 14 is greater than a predetermined overcharge determination value Th1 (%) is executed. The overcharge determination value Th1 (%) may be a value higher than the upper limit value (75% in this example) at which idle stop is prohibited, and is 85% in this example. If the SOC of the lithium ion battery 14 is greater than the overcharge determination value Th1 (%), it is determined that the lithium ion battery 14 is in an overcharge state, and the process proceeds to step 110 where the overcharge determination value Th1 (%) or less. In the case of, go to step 130.
[0039] [0039]
In step 110, processing for realizing immediate discharge of the lithium ion battery 14 is executed. Specifically, the EFI • ECU 49 fixes the target power generation voltage of the DC generator 20 to the minimum value (V t1 in this example), and the ECO • ECU 24 controls the Pb side terminal 13 of the DC / DC converter 22. The target output voltage (indicated value) is fixed to the minimum value (V t3 in this example). As a result, rapid discharge is realized from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22. In step 110, processing for realizing immediate discharge of the lithium ion battery 14 is executed. Specifically, the EFI • ECU 49 fixes the target power generation voltage of the DC generator 20 to the minimum value (V t1 in this example), and the ECO • ECU 24 controls the Pb side terminal 13 of the DC / DC converter 22. The target output voltage (indicated value) is fixed to the minimum value (V t3 in this example). As a result, rapid discharge is realized from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22.
[0040] [0040]
The process of step 110 is continued until it is determined in the following step 120 that the SOC of the lithium ion battery 14 has fallen below a predetermined discharge end determination value Th2 (%). That is, rapid discharge is continued from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22 until it is determined that the overcharge state of the lithium ion battery 14 has been sufficiently eliminated. The discharge end determination value Th2 (%) is set to a value (50% in this example) lower than the upper limit value (75% in this example) at which idle stop is prohibited. When it is determined in step 120 that the overcharge state of the lithium ion battery 14 has been sufficiently eliminated, the target power generation voltage of the DC generator 20 and the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 are determined. The minimum value fixed state is released, and the current routine ends. The process of step 110 is continued until it is determined in the following step 120 that the SOC of the lithium ion battery 14 has fallen below a predetermined discharge end determination value Th2 (%). That is, rapid discharge is continued from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22 until it is determined that the overcharge state of the lithium ion battery 14 has been sufficiently eliminated. The discharge end determination value Th2 (%) is set to a value ( 50% in this example) lower than the upper limit value (75% in this example) at which idle stop is prohibited. When it is determined in step 120 that the overcharge state of the lithium ion battery 14 has been sufficiently eliminated, the target power generation voltage of the DC generator 20 and the target output voltage of the Pb side terminal 13 of the DC / DC converter 22 are determined. The minimum value fixed state is released, and the current routine ends.
[0041] [0041]
In step 110, the EFI • ECU 49 stops the operation of the DC generator 20 (that is, sets the amount of power generation to zero), and the ECO • ECU 24 sets the target of the Pb side terminal 13 of the DC / DC converter 22. It is also possible to fix the output voltage (indicated value) to the voltage value (for example, 12 V) of the lead battery 12. Even in this case, rapid discharge is continued from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22, and the overcharge state of the lithium ion battery 14 can be immediately eliminated. is there. In step 110, the EFI • ECU 49 stops the operation of the DC generator 20 (that is, sets the amount of power generation to zero), and the ECO • ECU 24 sets the target of the Pb side terminal 13 of the DC / DC converter 22. It is also possible to fix the output voltage (indicated value) to the voltage value (for example, 12 V) of the lead battery 12. Even in this case, rapid discharge is continued from the lithium ion battery 14 side to the lead battery 12 side via the DC / DC converter 22, and the overcharge state of the lithium ion battery 14 can be immediately eliminated. Is there.
[0042] [0042]
On the other hand, in step 130, a process for determining whether or not the SOC of the lithium ion battery 14 is smaller than a predetermined charge request determination value Th3 (%) is executed. The charge request determination value Th3 (%) may be a value higher than a lower limit value (35% in this example) at which idle stop is prohibited, and is 45% in this example. If the SOC of the lithium ion battery 14 is smaller than the charge request determination value Th3 (%), it is determined that the lithium ion battery 14 needs to be charged with priority, and the routine proceeds to step 140 where the charge request determination value Th3 ( %)), The current routine is terminated without any further processing. On the other hand, in step 130, a process for determining whether or not the SOC of the lithium ion battery 14 is smaller than a predetermined charge request determination value Th3 (%) is executed. The charge request determination value Th3 (%) may be a value higher than a lower limit value (35% in this example) at which idle stop is prohibited, and is 45% in this example. If the SOC of the lithium ion battery 14 is smaller than the charge request determination value Th3 ( %), it is determined that the lithium ion battery 14 needs to be charged with priority, and the routine proceeds to step 140 where the charge request determination value Th3 (%)), The current routine is terminated without any further processing.
[0043] [0043]
In step 140, a process for promoting charging of the lithium ion battery 14 is executed. Specifically, the EFI / ECU 49 controls the DC generator 20 to always generate power, and fixes the target generated voltage of the DC generator 20 to a predetermined value within the range of V t1 to V t2 . As a result, normally, the DC generator 20 generates power even during acceleration when power generation is stopped, and the charging of the lithium ion battery 14 is promoted. In this step 140, in addition to the above-described processing of the EFI • ECU 49, it is also effective that the ECO • ECU 24 fixes the target output voltage (indicated value) of the Li side terminal 15 of the DC / DC converter 22 to the maximum value. It is. In this case, charging to the lithium ion battery 14 is further promoted. In step 140, a process for promoting charging of the lithium ion battery 14 is executed. Specifically, the EFI / ECU 49 controls the DC generator 20 to always generate power, and fixes the target generated voltage of the DC generator 20 to a predetermined value within the range of V t1 to V t2 . As a result, normally, the DC generator 20 generates power even during acceleration when power generation is stopped, and the charging of the lithium ion battery 14 is promoted. In this step 140, in addition to the above-described processing of the EFI • ECU 49, it is also effective that the ECO • ECU 24 fixes the target output voltage (indicated value) of the Li side terminal 15 of the DC / DC converter 22 to the maximum value. It is. In this case, charging to the lithium ion battery 14 is further promoted.
[0044] [0044]
The process of step 140 is continued until it is determined in the following step 150 that the SOC of the lithium ion battery 14 has exceeded a predetermined charge end determination value Th4 (%). That is, the charging of the lithium ion battery 14 from the DC generator 20 via the DC / DC converter 22 is continued until it is determined that the SOC of the lithium ion battery 14 has sufficiently increased. The charge end determination value Th4 (%) is set to a value (50% in this example) higher than the lower limit value (35% in this example) at which idle stop is prohibited. If it is determined in step 150 that the SOC reduction state of the lithium ion battery 14 has been sufficiently resolved, the constant power generation state of the DC generator 20 and the fixed state of the target power generation voltage of the DC generator 20 are released, This routine ends. The process of step 140 is continued until it is determined in the following step 150 that the SOC of the lithium ion battery 14 has exceeded a predetermined charge end determination value Th4 (%). That is, the charging of the lithium ion battery 14 from the DC generator 20 via the DC / DC converter 22 is continued until it is determined that the SOC of the lithium ion battery 14 has sufficiently increased. The charge end determination value Th4 (%) is set to a value (50% in this example) ) higher than the lower limit value (35% in this example) at which idle stop is prohibited. If it is determined in step 150 that the SOC reduction state of the lithium ion battery 14 has been sufficiently resolved, the constant power generation state of the DC generator 20 and the fixed state of the target power generation voltage of the DC generator 20 are released, This routine ends.
[0045] [0045]
As described above, according to the present embodiment, even if the lithium ion battery 14 falls into an overcharged state due to some abnormality, the amount of power generated by the DC generator 20 can be suppressed to suppress the lithium ion battery 14. Since discharge can be promoted, it is possible to immediately avoid an overload state in which the energy density inside the lithium ion battery 14 has increased. As described above, according to the present embodiment, even if the lithium ion battery 14 falls into an overcharged state due to some abnormality, the amount of power generated by the DC generator 20 can be suppressed to suppress the lithium ion battery 14. Since discharge can be promoted, it is possible to immediately avoid an overload state in which the energy density inside the lithium ion battery 14 has increased.
[0046] [0046]
Further, in the present embodiment, as described above, when the SOC of the lithium ion battery 14 is within the appropriate range, the fuel efficiency is improved by suppressing the constant power generation of the DC generator 20. On the other hand, when the SOC of the lithium ion battery 14 decreases, the DC generator 20 constantly generates power, so that the SOC of the lithium ion battery 14 is quickly recovered, and as a result, the idle stop frequency is increased. We are trying to improve. Therefore, according to the present embodiment, increasing the idle stop frequency contributes to improving the fuel efficiency rather than suppressing the constant power generation of the DC generator 20, so that the fuel efficiency is improved as a whole. Further, in the present embodiment, as described above, when the SOC of the lithium ion battery 14 is within the appropriate range, the fuel efficiency is improved by suppressing the constant power generation of the DC generator 20. On the other hand, when the SOC of the lithium ion battery 14 decreases, the DC generator 20 constantly generates power, so that the SOC of the lithium ion battery 14 is quickly recovered, and as a result, the idle stop frequency is increased. We are trying to improve. Therefore , according to the present embodiment, increasing the idle stop frequency contributes to improving the fuel efficiency rather than suppressing the constant power generation of the DC generator 20, so that the fuel efficiency is improved as a whole.
[0047] [0047]
The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added. The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.
[0048] [0048]
For example, although the above-described embodiment relates to a power supply control device including two batteries, that is, a lead battery 12 and a lithium ion battery 14, the present invention includes two or more batteries including the lithium ion battery 14. The present invention can be applied to any power supply control device having a battery. For example, although the above-described embodiment relates to a power supply control device including two batteries, that is, a lead battery 12 and a lithium ion battery 14, the present invention includes two or more batteries including the lithium ion battery 14. The present invention can be applied to any power supply control device having a battery.
[0049] [0049]
【The invention's effect】 [The invention's effect]
ADVANTAGE OF THE INVENTION According to this invention, in the power supply control apparatus provided with the at least 2 battery containing a lithium ion battery, SOC of a lithium ion battery can be controlled effectively. ADVANTAGE OF THE tetrahydrofuran According to this invention, in the power supply control apparatus provided with the at least 2 battery containing a lithium ion battery, SOC of a lithium ion battery can be controlled effectively.
[Brief description of the drawings] [Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle power supply device according to an embodiment of the present invention. FIG. 1 is a system configuration diagram of a vehicle power supply device according to an embodiment of the present invention.
FIG. 2 is a flowchart of processing executed by an ECU according to the present embodiment. FIG. 2 is a flowchart of processing executed by an ECU according to the present embodiment.
[Explanation of symbols] [Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Vehicle power supply device 12 Lead battery 14 Lithium ion battery 16 Changeover switch 18 Starter 20 DC generator 22 DC / DC converter 24 ECO / ECU DESCRIPTION OF SYMBOLS 10 Vehicle power supply device 12 Lead battery 14 Lithium ion battery 16 Changeover switch 18 Starter 20 DC generator 22 DC / DC converter 24 ECO / ECU
26 Load 40 Current sensor 44 Voltage sensor 48 Temperature sensor 49 EFI / ECU 26 Load 40 Current sensor 44 Voltage sensor 48 Temperature sensor 49 EFI / ECU
60 BATT / ECU 60 BATT / ECU

Claims (5)

  1. リチウムイオンバッテリと、DC/DCコンバータと、前記リチウムイオンバッテリに前記DC/DCコンバータを介して接続される第2のバッテリと、前記リチウムイオンバッテリに前記DC/DCコンバータを介して供給される電気エネルギを発生する発電機とを備えた車両用電源装置であって、
    前記リチウムイオンバッテリの充電状態が所定の過充電判定値を上回った場合に、発電を制限する方向に前記発電機を制御すると共に、リチウムイオンバッテリ側から前記第2のバッテリ側に電力供給されるように前記DC/DCコンバータを制御することを特徴とする、車両用電源装置。 When the charged state of the lithium-ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction that limits power generation, and power is supplied from the lithium-ion battery side to the second battery side. A vehicle power supply device, characterized in that the DC / DC converter is controlled as described above. A lithium ion battery, a DC / DC converter, a second battery connected to the lithium ion battery via the DC / DC converter, and electricity supplied to the lithium ion battery via the DC / DC converter A power supply device for a vehicle comprising a generator for generating energy, A lithium ion battery, a DC / DC converter, a second battery connected to the lithium ion battery via the DC / DC converter, and electricity supplied to the lithium ion battery via the DC / DC converter A power supply device for a vehicle comprising a generator for generating energy,
    When the state of charge of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction to limit power generation, and power is supplied from the lithium ion battery side to the second battery side. As described above, the DC / DC converter is controlled as described above. When the state of charge of the lithium ion battery exceeds a predetermined overcharge determination value, the generator is controlled in a direction to limit power generation, and power is supplied from the lithium ion battery side to the second battery side. As described above, the DC / DC converter is controlled as described above.
  2. 前記発電を制限する方向に前記発電機を制御することは、該発電機の目標発電電圧を最小値に設定することであり、前記リチウムイオンバッテリ側から前記第2のバッテリ側に電力供給されるように前記DC/DCコンバータを制御することは、該DC/DCコンバータの前記第2のバッテリ側の目標出力電圧を最小値に設定することである、請求項1記載の車両用電源装置。  Controlling the generator in a direction to limit the power generation means setting a target generated voltage of the generator to a minimum value, and power is supplied from the lithium ion battery side to the second battery side. The control of the DC / DC converter as described above is to set the target output voltage on the second battery side of the DC / DC converter to a minimum value.
  3. 前記発電を制限する方向に前記発電機を制御することは、該発電機の動作を停止させることである、請求項1記載の車両用電源装置。 The vehicle power supply device according to claim 1, wherein controlling the power generator in a direction to limit the power generation is to stop the operation of the power generator.
  4. イドルストップ時に前記リチウムイオンバッテリから前記DC/DCコンバータを介して所定の補機に電力供給すると共に、少なくとも車両の加速時に前記発電機の発電を抑制する請求項1記載の車両用電源装置であって、
    前記リチウムイオンバッテリの充電状態が所定値を下回った場合に、前記発電機の発電の抑制を解除することを特徴とする、車両用電源装置。 A vehicle power supply device, characterized in that the suppression of power generation of the generator is released when the charged state of the lithium ion battery falls below a predetermined value. While power supply to a predetermined auxiliary through from the lithium-ion battery during idle stop the DC / DC converter, at least according to claim 1 power supply device according to suppress power generation of the generator during the acceleration of the vehicle There, While power supply to a predetermined auxiliary through from the lithium-ion battery during idle stop the DC / DC converter, at least according to claim 1 power supply device according to suppress power generation of the generator during the acceleration of the vehicle There,
    A power supply device for a vehicle, wherein when the state of charge of the lithium ion battery falls below a predetermined value, the suppression of power generation by the generator is released. A power supply device for a vehicle, wherein when the state of charge of the lithium ion battery falls below a predetermined value, the suppression of power generation by the generator is released.
  5. 前記発電機の発電を抑制することは、該発電機の動作を停止させることであり、前記発電機の発電の抑制を解除することは、該発電機の動作を停止させないことである、請求項4記載の車両用電源装置。  The suppression of power generation by the generator is to stop the operation of the generator, and the release of suppression of power generation by the generator is to not stop the operation of the generator. 5. The vehicle power supply device according to 4.
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