JP4635961B2 - Battery charge state control device - Google Patents

Battery charge state control device Download PDF

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JP4635961B2
JP4635961B2 JP2006144836A JP2006144836A JP4635961B2 JP 4635961 B2 JP4635961 B2 JP 4635961B2 JP 2006144836 A JP2006144836 A JP 2006144836A JP 2006144836 A JP2006144836 A JP 2006144836A JP 4635961 B2 JP4635961 B2 JP 4635961B2
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power generation
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regenerative power
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JP2007318888A (en
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貴充 長谷
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

本発明は、バッテリの充電状態制御装置に関し、特に、バッテリの充電状態（ＳＯＣ：state of charge）をオルタネータによる回生発電制御により充電が可能な設定値に制御する技術に関する。   The present invention relates to a state-of-charge control device for a battery, and more particularly to a technique for controlling a state of charge (SOC) of a battery to a set value that can be charged by regenerative power generation control by an alternator.

近年、車両の減速時にオルタネータの発電電圧を高めて回生発電を行ってバッテリを充電し、その後、回生発電によりバッテリに蓄えた電気で車載電気負荷の消費電力を賄うことにより、オルタネータの駆動に要するエネルギを低減し、燃費を向上させるようにしている。このオルタネータの減速回生制御による燃費低減効果や減速加速度性能等を一定に保つためには、バッテリの充電状態（ＳＯＣ）を、充電可能な予め定めた設定値に制御する必要がある。   In recent years, when the vehicle is decelerating, the generator voltage is increased and regenerative power generation is performed to charge the battery, and then the power stored in the battery by regenerative power generation is used to cover the power consumption of the in-vehicle electric load, thereby driving the alternator. Energy is reduced and fuel consumption is improved. In order to keep constant the fuel consumption reduction effect and the deceleration acceleration performance by the deceleration regeneration control of the alternator, it is necessary to control the state of charge (SOC) of the battery to a predetermined set value that can be charged.

そこで、バッテリの充電状態（ＳＯＣ）を検出する方法として、バッテリの充放電電流値を積算する方法が一般的に知られており（例えば、特許文献１参照）、回生発電時の充電電流を積算して回生発電でバッテリに蓄えられた充電量を検出して記憶し、その後、回生発電で蓄えられた充電量分を放電することで、バッテリの充電状態（ＳＯＣ）を設定値に制御することが考えられる。
特開２００３−５２１３１号公報 Thus, as a method for detecting the state of charge (SOC) of the battery, a method of integrating the charge / discharge current value of the battery is generally known (see, for example, Patent Document 1), and the charge current during regenerative power generation is integrated. Then, the amount of charge stored in the battery by regenerative power generation is detected and stored, and then the state of charge (SOC) of the battery is controlled to a set value by discharging the amount of charge stored by regenerative power generation. Can be considered.
JP 2003-52131 A

しかしながら、上述のように回生発電による充電分を放電させてバッテリの充電状態（ＳＯＣ）を充電可能な設定値に保つ制御では、例えば、バッテリの劣化や電流センサの誤差等によってバッテリの充電状態（ＳＯＣ）が予め定めた充電可能な設定値からずれていると、この充電状態（ＳＯＣ）のずれが解消されず、回生発電時に狙い通りの充電量が確保できずに燃費低減効果が低下する虞れがある。また、この充電状態（ＳＯＣ）のずれを放置すると、過放電によるバッテリ上がりを起こす虞れがある。更には、バッテリが劣化した場合や性能の低いバッテリ（回生制御用の強化バッテリ以外のバッテリ）に交換された場合等に、無理に回生制御を行うことによりバッテリの更なる劣化を招く虞れもある。   However, as described above, in the control that discharges the rechargeable power generation and keeps the battery charge state (SOC) at a chargeable setting value, for example, the battery charge state (due to battery deterioration or current sensor error) ( If the SOC is deviated from a predetermined chargeable setting value, the deviation in the state of charge (SOC) is not eliminated, and the target charge amount cannot be secured during regenerative power generation, which may reduce the fuel consumption reduction effect. There is. Further, if this deviation in the state of charge (SOC) is left unattended, there is a risk that the battery will run out due to overdischarge. Furthermore, when the battery has deteriorated or has been replaced with a low-performance battery (a battery other than a reinforced battery for regenerative control), the battery may be further deteriorated by forcibly performing regenerative control. is there.

本発明は上記問題点に着目してなされたもので、回生制御時にバッテリの充電状態（ＳＯＣ）のずれを修正して、バッテリを回生発電により常時充電可能な状態に制御できるバッテリの充電状態制御装置を提供することを目的とする。   The present invention has been made paying attention to the above-mentioned problems, and corrects the state of charge (SOC) of the battery during regenerative control so that the battery can be controlled to be constantly charged by regenerative power generation. An object is to provide an apparatus.

このため、本発明は、車両の減速時に、エンジンで駆動するオルタネータの発電電圧を高めて回生発電を行ってバッテリを充電した後、オルタネータの発電電圧を下げてバッテリを放電させて、バッテリの充電状態（ＳＯＣ）を予め定めた充電可能な設定値に制御するバッテリの充電状態御装置であって、回生発電時のバッテリの充電電流値が予め設定した閾値範囲の上限値より大きいとき、その後のバッテリの放電量を、回生発電で得られた充電量より少なく制御する構成としたことを特徴とする。また、車両の減速時に、エンジンで駆動するオルタネータの発電電圧を高めて回生発電を行ってバッテリを充電した後、オルタネータの発電電圧を下げてバッテリを放電させて、バッテリの充電状態（ＳＯＣ）を予め定めた充電可能な設定値に制御するバッテリの充電状態御装置であって、回生発電時のバッテリの充電電流値が予め設定した閾値範囲の下限値より小さいとき、その後のバッテリの放電量を、回生発電で得られた充電量より多く制御する構成としたことを特徴とする。
Therefore, according to the present invention, when the vehicle is decelerated, the power generation voltage of the alternator driven by the engine is increased and regenerative power generation is performed to charge the battery, and then the power generation voltage of the alternator is decreased to discharge the battery. The state of charge (SOC) is a battery state-of-charge control device that controls a predetermined chargeable set value, and when the charge current value of the battery during regenerative power generation is greater than an upper limit value of a preset threshold range, The battery discharge amount is controlled to be less than the charge amount obtained by regenerative power generation . In addition, when the vehicle decelerates, the power generation voltage of the alternator driven by the engine is increased to perform regenerative power generation to charge the battery, and then the power generation voltage of the alternator is decreased to discharge the battery to change the state of charge (SOC) of the battery. A battery charge state control device that controls to a predetermined chargeable set value, and when the battery charge current value during regenerative power generation is smaller than a lower limit value of a preset threshold range, the subsequent battery discharge amount is The configuration is such that the amount of charge is controlled more than the amount of charge obtained by regenerative power generation.

本発明によれば、回生発電時の充電電流値に基づいて、回生発電時のバッテリの充電電流値が予め設定した閾値範囲の上限値より大きいときはその後の放電量を抑制し、あるいは、回生発電時のバッテリの充電電流値が予め設定した閾値範囲の下限値より小さいときはその後の放電量を多くするので、バッテリを回生発電により常時充電可能な一定状態に保つことができる。従って、回生発電時に所望の充電量を得ることができ、所望の燃費低減効果を及び減速性能を確保できる。また、回生制御の度にバッテリ充電状態に対応して修正できるので、バッテリ充電状態（ＳＯＣ）が大きく変化するのを防止でき、燃費低減効果や減速性能が安定して得られる利点がある。
According to the present invention, based on the charging current value at the time of regenerative power generation, when the charging current value of the battery at the time of regenerative power generation is larger than the upper limit value of the preset threshold range, the subsequent discharge amount is suppressed, or When the charging current value of the battery at the time of power generation is smaller than the lower limit value of the preset threshold range, the subsequent discharge amount is increased, so that the battery can be kept in a constant state that can be always charged by regenerative power generation. Therefore, a desired charge amount can be obtained during regenerative power generation, and a desired fuel consumption reduction effect and deceleration performance can be ensured. Moreover, since it can correct according to a battery charge condition every time it performs regenerative control, it can prevent that a battery charge condition (SOC) changes greatly, and there exists an advantage by which a fuel-consumption reduction effect and deceleration performance are obtained stably.

以下、本発明の実施形態を図面に基づいて説明する。
図１は、本発明に係るバッテリの充電状態制御装置の一実施形態を示すシステム構成図である。
図１において、エンジン１によりファンベルトを介して駆動されて発電するオルタネータ２は、後述するマイクロコンピュータを内蔵するＥＣＭ（エンジンコントロールモジュール）７からの発電電圧指令を受けてレギュレータ３により発電電圧が制御される。バッテリ４は、オルタネータ２の発電電圧に応じて充放電可能にオルタネータ２に接続されている。電流センサ５は、バッテリ４の充放電電流を検出し、その検出出力をＥＣＭ７に入力する。６はバッテリ温度を検出する温度センサである。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a system configuration diagram showing an embodiment of a battery charge state control apparatus according to the present invention.
In FIG. 1, an alternator 2 that is driven by an engine 1 through a fan belt to generate electric power receives a generated voltage command from an ECM (engine control module) 7 having a microcomputer to be described later, and the generated voltage is controlled by a regulator 3. Is done. The battery 4 is connected to the alternator 2 so as to be chargeable / dischargeable according to the generated voltage of the alternator 2. The current sensor 5 detects the charge / discharge current of the battery 4 and inputs the detection output to the ECM 7. Reference numeral 6 denotes a temperature sensor for detecting the battery temperature.

ＥＣＭ７は、例えばコンピュータを内蔵してバッテリ４からの電力供給により駆動し、図示しない各種センサからの信号によりエンジン運転状態を制御すると共に、減速時に回生制御を行う。また、回生制御後のバッテリ４の充電状態（ＳＯＣ）を、回生発電時に充電可能なように予め定めた設定値（例えば定格容量の９０％）に制御する。ＥＣＭ７は、スロットルセンサとエンジン回転数センサからの信号により、スロットル弁が略全閉のアイドル状態でエンジン回転数が所定以上の減速時に、燃料噴射を停止する燃料カット制御を行い、この燃料カット中に、オルタネータ２のレギュレータ３に対して高い発電電圧指令値（例えば１４．５Ｖ）を出力して回生発電させてバッテリ４を充電し、この回生発電後、バッテリ電圧（例えば約１２．８Ｖ）より低い発電電圧指令値（例えば１２．５Ｖ）を出力してバッテリ４を放電させる。この回生制御において、回生発電時の充電電流値からバッテリ４の充電状態（ＳＯＣ）を推定し、推定結果に基づいてバッテリ４の放電量を可変制御することにより、回生制御後のバッテリ４の充電状態（ＳＯＣ）が、常時充電可能な前記設定値となるよう制御する。   The ECM 7 includes, for example, a computer and is driven by power supply from the battery 4. The ECM 7 controls the engine operating state by signals from various sensors (not shown) and performs regenerative control during deceleration. Further, the state of charge (SOC) of the battery 4 after the regenerative control is controlled to a preset value (for example, 90% of the rated capacity) so that the battery 4 can be charged during regenerative power generation. The ECM 7 performs fuel cut control to stop fuel injection when the engine speed is decelerated more than a predetermined value in the idle state where the throttle valve is substantially fully closed, based on signals from the throttle sensor and the engine speed sensor. In addition, a high power generation voltage command value (for example, 14.5V) is output to the regulator 3 of the alternator 2 to generate regenerative power to charge the battery 4, and after this regenerative power generation, from the battery voltage (for example, about 12.8V) A low power generation voltage command value (for example, 12.5 V) is output to discharge the battery 4. In this regenerative control, the state of charge (SOC) of the battery 4 is estimated from the charging current value at the time of regenerative power generation, and the discharge amount of the battery 4 is variably controlled based on the estimation result, thereby charging the battery 4 after the regenerative control. Control is performed so that the state (SOC) becomes the set value that can be charged at all times.

次に、本実施形態のＥＣＭ７によるバッテリ４の充電状態制御動作を図２のフローチャート及び図３のタイミングチャートを参照して説明する。
ステップ１（図中、Ｓ１で示し、以下同様とする）では、回生発電中か否かを判定する。ここで、図３に示すように、ＥＣＭ７のオルタネータ２に対する発電電圧指令値が高い発電電圧指令値（例えば１４．５Ｖ）になり回生発電を開始すると判定がＹＥＳとなりステップ２に進む。 Next, the charge state control operation of the battery 4 by the ECM 7 of this embodiment will be described with reference to the flowchart of FIG. 2 and the timing chart of FIG.
In step 1 (indicated by S1 in the figure, the same shall apply hereinafter), it is determined whether or not regenerative power generation is in progress. Here, as shown in FIG. 3, when the power generation voltage command value for the alternator 2 of the ECM 7 becomes a high power generation voltage command value (for example, 14.5 V) and regenerative power generation is started, the determination becomes YES and the process proceeds to step 2.

ステップ２では、回生発電が開始されてからｔ秒経過したか否かを判定し、ｔ秒経過すると判定がＹＥＳとなり、ステップ３に進む。
ステップ３では、ｔ秒経過したときの電流センサ５の検出充電電流値Ａと予め定めた閾値範囲の上限値Ｂ１とを比較しＡ＞Ｂ１か否かを判定する。判定がＮＯであればステップ４に進み、充電電流値Ａと前記閾値範囲の下限値Ｂ２とを比較しＡ＜Ｂ２か否かを判定する。ここで、回生発電直後では充電電流が不安定であるので、ｔ秒経過して充電電流が安定したときの電流値と上限値Ｂ１とを比較することで、比較結果の信頼性を高めることができる。 In step 2, it is determined whether or not t seconds have elapsed since the start of regenerative power generation. If t seconds have elapsed, the determination is YES and the process proceeds to step 3.
In step 3, the detected charging current value A of the current sensor 5 when t seconds elapses is compared with an upper limit value B1 of a predetermined threshold range to determine whether A> B1. If the determination is NO, the process proceeds to step 4 to compare the charging current value A with the lower limit value B2 of the threshold range to determine whether A <B2. Here, since the charging current is unstable immediately after the regenerative power generation, the reliability of the comparison result can be improved by comparing the current value when the charging current is stabilized after elapse of t seconds and the upper limit value B1. it can.

ステップ３，４の判定が共にＮＯであれば、充電電流値Ａが図３の実線で示すように前記閾値範囲内（Ｂ２≦Ａ≦Ｂ１）にあり、回生発電前のバッテリの充電状態（ＳＯＣ）は予め定めた充電可能な設定値（例えば９０％）であると推定する。そして、その後の放電時では、回生発電で蓄えられた充電量ＳＯＣ（充電電流積算値）分を放電するような放電時間（図３の実線で示す）の間、オルタネータ２の発電電圧指令値を１２．５Ｖとしてバッテリ４を放電させる。   If both the determinations in steps 3 and 4 are NO, the charging current value A is within the threshold range (B2 ≦ A ≦ B1) as shown by the solid line in FIG. 3, and the state of charge of the battery (SOC) before regenerative power generation ) Is estimated to be a predetermined setting value (for example, 90%) that can be charged. At the time of subsequent discharge, the generated voltage command value of the alternator 2 is set during a discharge time (shown by a solid line in FIG. 3) that discharges the charge amount SOC (charge current integrated value) stored in the regenerative power generation. The battery 4 is discharged at 12.5V.

一方、ステップ３で、図３の一点鎖線で示すように充電電流値Ａが上限値Ｂ１より大（Ａ＞Ｂ１）でステップ３の判定がＹＥＳになると、回生発電前のバッテリの充電状態（ＳＯＣ）は予め定めた充電可能な設定値（例えば９０％）より小さいと推定し、ステップ５に進む。
ステップ５では、ステップ３のＹＥＳ判定が連続ｎ回（ｎ回は適宜設定する）以上か否かを判定し、連続回数がｎ回未満であればステップ６に進む。 On the other hand, when the charge current value A is larger than the upper limit value B1 (A> B1) and the determination in step 3 is YES as shown by the one-dot chain line in FIG. 3, the state of charge of the battery (SOC) before regenerative power generation becomes YES. ) Is estimated to be smaller than a predetermined chargeable setting value (for example, 90%), and the process proceeds to step 5.
In step 5, it is determined whether or not the YES determination in step 3 is n times or more (n times is set as appropriate). If the number of continuous times is less than n, the process proceeds to step 6.

ステップ６では、回生発電中の充電電流積算値（充電量ＳＯＣに相当する）から予め定めた所定量（例えばバッテリ４の定格ＳＯＣの１％）減算し、回生発電による充電分より少ない放電量に設定してバッテリ４の充電状態（ＳＯＣ）を増大させる方向に修正する。この場合、その後の放電時では、回生発電で蓄えられた充電量ＳＯＣ（充電電流積算値）分より少ない放電量となるよう放電時間を短くする（図３の一点鎖線で示す）。   In step 6, a predetermined amount (for example, 1% of the rated SOC of the battery 4) is subtracted from the charging current integrated value (corresponding to the charging amount SOC) during the regenerative power generation, so that the discharge amount is smaller than the charge amount due to the regenerative power generation. It is set and corrected so as to increase the state of charge (SOC) of the battery 4. In this case, at the time of the subsequent discharge, the discharge time is shortened so that the discharge amount is smaller than the charge amount SOC (charge current integrated value) stored in the regenerative power generation (indicated by a one-dot chain line in FIG. 3).

また、ステップ３のＹＥＳ判定が連続ｎ回目の場合は、ステップ７の判定はＮＯで、ステップ８のバッテリ４を強制充電する充電モードに移行する。充電モードに移行した場合は、バッテリ充電状態（ＳＯＣ）が設定値（９０％）相当のときの予め記憶させた充電電流値となるようにオルタネータ２の発電電圧を強制的に高くして、バッテリ４の充電状態（ＳＯＣ）を強制的に設定値（ＳＯＣ９０％）まで充電する。そして、充電モード移行判定が連続ｎ回行われた場合は、ステップ７の判定がＹＥＳとなり、ステップ９に進む。   Further, when the YES determination in step 3 is the nth consecutive time, the determination in step 7 is NO, and the process proceeds to the charging mode in which the battery 4 in step 8 is forcibly charged. When the mode is changed to the charging mode, the power generation voltage of the alternator 2 is forcibly increased so that the charging current value stored in advance when the battery charging state (SOC) corresponds to the set value (90%) is obtained. 4 is forcibly charged to a set value (SOC 90%). If the charging mode transition determination is performed n times consecutively, the determination in step 7 is YES, and the process proceeds to step 9.

ステップ９では、強制充電しているにも拘わらずバッテリ４の過放電状態が解消されないことから、バッテリ４は劣化していると判断し、回生制御を禁止してバッテリ４の劣化の進行を抑える。
また、ステップ４で、図３の点線で示すように充電電流値Ａが下限値Ｂ２より小（Ａ＜Ｂ２）でステップ４の判定がＹＥＳになると、回生発電前のバッテリの充電状態（ＳＯＣ）は予め定めた充電可能な設定値（例えば９０％）より大きいと推定し、ステップ１０に進む。 In step 9, since the overdischarge state of the battery 4 is not canceled despite the forced charging, it is determined that the battery 4 has deteriorated, and regenerative control is prohibited to suppress the progress of deterioration of the battery 4. .
In step 4, when the charging current value A is smaller than the lower limit value B2 (A <B2) and the determination in step 4 is YES as shown by the dotted line in FIG. 3, the state of charge of the battery (SOC) before regenerative power generation Is estimated to be larger than a predetermined settable value (for example, 90%), and the process proceeds to step 10.

ステップ１０では、ステップ４のＹＥＳ判定がｎ回連続したか否かを判定し、ｎ回未満であればステップ１１に進む。
ステップ１１では、回生発電中の充電電流積算値（充電量ＳＯＣに相当する）に予め定めた所定量（例えばバッテリ４の定格ＳＯＣの１％）加算し、回生発電による充電分より多い放電量に設定してバッテリ４の充電状態（ＳＯＣ）を低下させる方向に修正する。この場合、その後の放電時では、回生発電で蓄えられた充電量ＳＯＣ（充電電流積算値）分より多い放電量となるよう放電時間を長くする（図３の点線で示す）。 In step 10, it is determined whether or not the YES determination in step 4 is continued n times, and if it is less than n times, the process proceeds to step 11.
In step 11, a predetermined amount (for example, 1% of the rated SOC of the battery 4) is added to a charging current integrated value (corresponding to the charging amount SOC) during regenerative power generation, so that the discharge amount is larger than the charge amount due to regenerative power generation. It is set and corrected so as to decrease the state of charge (SOC) of the battery 4. In this case, at the time of subsequent discharge, the discharge time is lengthened so that the discharge amount is larger than the charge amount SOC (charge current integrated value) stored in the regenerative power generation (indicated by the dotted line in FIG. 3).

ステップ４のＹＥＳ判定がｎ回連続した場合は、ステップ１０の判定がＹＥＳとなり、ステップ１２に進む。
ステップ１２では、放電量を増大しているにも拘わらず充電電流値が増大しないことから、バッテリ４の充電能力低下と判断して回生制御を禁止し、バッテリ４の劣化の進行を抑える。 If YES in step 4 is repeated n times, the determination in step 10 is YES and the process proceeds to step 12.
In step 12, since the charging current value does not increase despite the increase in the discharge amount, it is determined that the charging capacity of the battery 4 is reduced, and the regenerative control is prohibited to suppress the progress of deterioration of the battery 4.

かかる本実施形態のバッテリの充電状態制御装置によれば、回生発電期間での充電電流値に基づいて回生制御前のバッテリ充電状態（ＳＯＣ）を推定し、充電状態（ＳＯＣ）が設定値より小さいと推定される場合にはその後の放電量を回生発電で得られた充電量より少なくし、充電状態（ＳＯＣ）が設定値より大きいと推定される場合にはその後の放電量を回生発電で得られた充電量より多くするので、バッテリ４を回生発電によって常時充電可能な一定状態に保つことができる。従って、所望の燃費低減効果を及び減速性能を確保できる。   According to the battery charge state control device of this embodiment, the battery charge state (SOC) before the regenerative control is estimated based on the charge current value in the regenerative power generation period, and the charge state (SOC) is smaller than the set value. If it is estimated that the subsequent discharge amount is smaller than the charge amount obtained by regenerative power generation, and if the state of charge (SOC) is estimated to be larger than the set value, the subsequent discharge amount is obtained by regenerative power generation. Since the amount of charge is larger than the charged amount, the battery 4 can be kept in a constant state that can be always charged by regenerative power generation. Therefore, a desired fuel consumption reduction effect and deceleration performance can be ensured.

また、強制充電を繰り返しても過放電と判定される場合や放電量の増大制御を繰り返しても充電電流値が増大しない場合は回生制御を禁止するので、バッテリ４の劣化の進行を抑えることができる。
また、回生制御の度にバッテリ充電状態を推定して修正できるので、バッテリ充電状態（ＳＯＣ）が大きく変化するのを防止でき、燃費低減効果や減速性能が安定して得られる。 In addition, when it is determined that the battery is over-discharged even after repeated forced charging, or when the charging current value does not increase even after repeated increase control of the discharge amount, regenerative control is prohibited, so that the progress of deterioration of the battery 4 can be suppressed. it can.
In addition, since the battery charge state can be estimated and corrected every time regeneration control is performed, it is possible to prevent the battery charge state (SOC) from changing greatly, and the fuel consumption reduction effect and the deceleration performance can be stably obtained.

尚、充電電流は、バッテリ４の温度に依存し、バッテリ温度が高くなるほど充電電流値は大きくなる。従って、例えば温度による充電電流値のマップを作成し、回生発電時の充電電流値Ａを、温度センサ６で検出されるバッテリ温度に基づいてマップから補正し、補正した充電電流値と上下限値Ｂ１，Ｂ２とを比較するようにすれば、バッテリ４の充電状態（ＳＯＣ）の推定精度が向上する。尚、バッテリ温度は、吸気温度、エンジン水温等から推定するようにしてもよい。 The charging current is dependent on the temperature of the battery 4, the charging current value as the battery temperature becomes higher Ru size kuna. Therefore, to create a map of the charging current value due to e.g. temperature, the charging current value A at the time of regeneration, based on the battery temperature detected by the temperature sensor 6 is corrected from the map, and corrected charging current value If the upper and lower limit values B1 and B2 are compared, the estimation accuracy of the state of charge (SOC) of the battery 4 is improved. The battery temperature may be estimated from the intake air temperature, the engine water temperature, and the like.

本発明に係るバッテリの充電状態制御装置の一実施形態のシステム構成図The system block diagram of one Embodiment of the charge condition control apparatus of the battery which concerns on this invention 同上実施形態の充電状態制御動作を説明するフローチャートFlowchart for explaining the charge state control operation of the embodiment 同上実施形態の充電状態制御動作を説明するタイミングチャートTiming chart for explaining the charge state control operation of the embodiment

符号の説明Explanation of symbols

１ エンジン
２ オルタネータ
３ レギュレータ
４ バッテリ
５ 電流センサ
６ 温度センサ
７ ＥＣＭ 1 Engine 2 Alternator 3 Regulator 4 Battery 5 Current sensor 6 Temperature sensor 7 ECM

Claims (8)

車両の減速時に、エンジンで駆動するオルタネータの発電電圧を高めて回生発電を行ってバッテリを充電した後、オルタネータの発電電圧を下げてバッテリを放電させて、バッテリの充電状態（ＳＯＣ）を予め定めた充電可能な設定値に制御するバッテリの充電状態御装置であって、
前記回生発電時のバッテリの充電電流値が予め設定した閾値範囲の上限値より大きいとき、その後のバッテリの放電量を、前記回生発電で得られた充電量より少なく制御する構成としたことを特徴とするバッテリの充電状態制御装置。 When the vehicle decelerates, the power generation voltage of the alternator driven by the engine is increased and regenerative power generation is performed to charge the battery. Then, the power generation voltage of the alternator is decreased to discharge the battery, and the state of charge (SOC) of the battery is determined in advance. A battery charge state control device that controls the set value to be rechargeable,
When the charge current value of the battery at the time of regenerative power generation is larger than the upper limit value of a preset threshold range, the subsequent battery discharge amount is controlled to be less than the charge amount obtained by the regenerative power generation. A battery charge state control device. 前記回生発電時のバッテリの充電電流値が予め設定した閾値範囲の上限値より大きいとき、バッテリの充電状態（ＳＯＣ）が前記設定値より小さいと推定し、推定結果に基づいて前記放電量を、前記回生発電で得られた充電量より少なくする構成としたことを特徴とする請求項１に記載のバッテリの充電状態制御装置。 When the charging current value of the battery at the time of the regenerative power generation is larger than the upper limit value of the preset threshold range, it is estimated that the state of charge (SOC) of the battery is smaller than the set value, and the discharge amount based on the estimation result , The battery state-of-charge control device according to claim 1, wherein the charge amount is less than a charge amount obtained by the regenerative power generation. 車両の減速時に、エンジンで駆動するオルタネータの発電電圧を高めて回生発電を行ってバッテリを充電した後、オルタネータの発電電圧を下げてバッテリを放電させて、バッテリの充電状態（ＳＯＣ）を予め定めた充電可能な設定値に制御するバッテリの充電状態御装置であって、
前記回生発電時のバッテリの充電電流値が予め設定した閾値範囲の下限値より小さいとき、その後のバッテリの放電量を、前記回生発電で得られた充電量より多く制御する構成としたことを特徴とするバッテリの充電状態制御装置。 When the vehicle decelerates, the power generation voltage of the alternator driven by the engine is increased and regenerative power generation is performed to charge the battery. Then, the power generation voltage of the alternator is decreased to discharge the battery, and the state of charge (SOC) of the battery is determined in advance. A battery charge state control device that controls the set value to be rechargeable,
When the charge current value of the battery during the regenerative power generation is smaller than a lower limit value of a preset threshold range, the subsequent battery discharge amount is controlled to be greater than the charge amount obtained by the regenerative power generation. charge state control device Luba Tteri be between. 前記回生発電時のバッテリの充電電流値が予め設定した閾値範囲の下限値より小さいとき、バッテリの充電状態（ＳＯＣ）が前記設定値より大きいと推定し、推定結果に基づいて前記放電量を、前記回生発電で得られた充電量より多くする構成としたことを特徴とする請求項３に記載のバッテリの充電状態制御装置。 When the charging current value of the battery at the time of the regenerative power generation is smaller than a lower limit value of a preset threshold range, it is estimated that the state of charge (SOC) of the battery is larger than the set value, and the amount of discharge based on the estimation result, The battery state-of-charge control device according to claim 3 , wherein the amount of charge obtained by the regenerative power generation is increased . 前記放電量は、予め定めた所定量ずつ増減する構成としたことを特徴とする請求項１〜４のいずれか１つに記載のバッテリの充電状態制御装置。 The battery charge state control device according to any one of claims 1 to 4, wherein the discharge amount is configured to increase or decrease by a predetermined amount . 前記回生発電時のバッテリの充電電流値が予め設定した閾値範囲の下限値より小さい状態が所定回数連続したとき、回生制御を禁止する構成としたことを特徴とする請求項３又は４に記載のバッテリの充電状態制御装置。 When less than that lower limit of the threshold range the charging current value of the battery during the regenerative power generation is preset to a predetermined number of times in succession, according to claim 3 or 4, characterized in that it has a configuration in which the regenerative control is prohibited Battery charge state control device. 前記回生発電時のバッテリの充電電流値が予め設定した閾値範囲の上限値より大きい状態が所定回数連続したとき、バッテリの充電状態（ＳＯＣ）を前記設定値まで強制充電する構成としたことを特徴とする請求項１又は２に記載のバッテリの充電状態制御装置。 When the state where the charging current value of the battery during the regenerative power generation is larger than the upper limit value of a preset threshold range continues for a predetermined number of times, the charging state (SOC) of the battery is forcibly charged to the set value. The battery state-of-charge control device according to claim 1 or 2 . 前記バッテリの充電電流値は、回生発電を開始してから所定時間経過後の値を用いることを特徴とする請求項１〜７のいずれか１つに記載のバッテリの充電状態制御装置。
 Charging current value of the battery, the battery state of charge control device according to any one of claims 1 to 7 from the start of the regeneration, wherein Rukoto using a value after a predetermined time.
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JPH07274403A (en) * 1994-03-31 1995-10-20 Toshiba Corp Charge/discharge controller
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JPH07274403A (en) * 1994-03-31 1995-10-20 Toshiba Corp Charge/discharge controller
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