JP5688920B2 - ハイブリッド車両のバッテリーsocのバランシング制御方法 - Google Patents
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Description
エンジンが非効率的な走行環境のとき、バッテリーの充放電によるモータの駆動を通してシステムの効率性を高めることができ(load lebeling)、また減速時にはブレーキで摩擦熱として放出される運動エネルギーを電気に転換する回生制動を通してバッテリーの充電を行い燃費を向上させることができる。
ハイブリッド車両は動力伝達系統上、モータの連結及び駆動可否によってソフトタイプとハードタイプとに分けられる。
特に、エンジンオン、オフ及びエンジンとモータの動力分配は車速、加速ペダルの位置、変速段など様々な要素により決定されるが、その中でも高電圧バッテリーの充電状態量(以下SOCと称す)が最も重要な因子である。
バッテリーはハイブリッド車両のモータ及びDC/DCコンバーターを駆動するエネルギー源であり、その制御装置であるバッテリー制御装置はバッテリーの電圧、電流、温度をモニタリングして、バッテリーの充電状態量(SOC[%])を全般的に調節管理する機能を有する。
即ち、高電圧バッテリーを正常領域に制御するSOCバンド制御において、SOCが低いほどエンジンを要求パワーより高い運転点で動作させてSOCを充電指向で制御し、反面、SOCが高いほど電気モータに対する放電量を増大してSOCを放電指向で制御しなければならない。
従来のSOCバンド制御は、図4に示すように、現在のSOC値をモニタリングする段階と、現在のSOC値によるSOC戦略バンド値を設定する段階と、このSOC戦略バンド値によって車両の運転点を制御する段階とからなる。
バッテリーのSOC制御のためのSOC戦略バンド値設定の一例を図3に示す。図3に示す通り、SOCは、0〜25を低位限界範囲(Critical Low(0))、25〜40を低範囲(Low(1))、40〜70を正常範囲(Normal(2))、70〜80を高範囲(3))、80〜100を高位限界範囲(Critical High(4))に区分して設定する。
しかし、従来のSOCバンド制御方法には次のような問題点がある。
即ち、現在のSOC値のみによってSOC戦略バンド値を決定する場合、走行目的地に急な外気温度の変化がある場合、エアコン負荷上昇などの補助電力負荷が考慮されていないことにより、SOCバンドを正常範囲(Normal(2))領域に維持することが困難という問題点がある。
即ち、走行目的地の外気温度によるエアコン負荷量を予測して、SOC戦略バンド値を設定することで、SOC戦略バンド値が低範囲に進入するのを防止することができ、一層能率的なSOCバランシング制御が可能という長所がある。
従来のSOCバランシング制御のためのSOC戦略バンド値を設定する一例を図3を参照にして説明する。
即ち、現在のSOC値が42、現在の外気温が25℃、走行目的地の外気温が35℃である状態で、走行目的地の外気温を考慮せず、バッテリー制御装置(BMS)から転送された現在のSOC値のみを考慮してSOC戦略バンド値を決定すると、SOC戦略バンド値42は正常範囲(SOC40〜70:Normal(2))に属する。
現在のSOC42は正常範囲に属し、後にエアコン使用量が増大してSOCの消費が増大する予定や、現在のバッテリーに対する充電意志のない状態となる。
このように車両の走行目的地に到達してエアコンの使用に伴う補助電力負荷が増大する場合、SOC戦略バンド値は正常範囲(SOC40〜70:Normal(2))に属しているが、放電運転点を有するようになり、結局SOC値は正常範囲以下である40以下に低下して、再び充電指向の運転点制御を通して充電過程が行われなければならない短所がある。
図1は本発明によるハイブリッド車両のバッテリーSOCのバランシング制御方法を示す制御ブロック図であり、図2は本発明によるハイブリッド車両のバッテリーSOCのバランシング制御方法を説明する順序図である。
まず、バッテリー制御装置で現在のSOC値をモニタリングする段階及び走行目的地の外気温度を認識する段階が行われる。
走行目的地の外気温度は運転者が直接入力して認識されるが、ナビゲーションシステムに目的地を入力して自動で目的地の外気温度を認識させることもできる。
例えば、現在のSOC値が42であり、現在の外気温が25℃、走行目的地の外気温が35℃と認識された状態で、走行目的地に到達するとエアコン消費量が増加すると予想してあらかじめバッテリーSOCを充電する戦略制御(フィードフォワード制御)が行われる。
即ち、走行目的地の外気温35℃に対するエアコン使用時のバッテリー予想消費電力、即ち、SOC比較値[SOC_Comp]が5ならば、SOC戦略バンド値を決定するための戦略決定入力値は、現在のSOC値42からSOC比較値[SOC_Comp]5を差引いた37となる。
このとき、SOC戦略バンド値が正常範囲(SOC40〜70:Normal(2))以上に属する場合は放電運転点を有するが、それ未満では充電運転点のみを有する。
従って、設定されたSOC戦略バンド値が低い範囲(25〜40:Low(1))に属することによって充電運転点を有するようになり、設定されたSOC戦略バンド値に従って車両の運転点が充電指向に制御され、バッテリーの充電が行われることによって、SOC値は42以上に充填され、結局SOC値は42以下に低下せず、正常範囲内に維持される効果を得ることができる。
Claims (2)
- 現在のバッテリーの充電状態量(SOC値)をモニタリングする段階と、
走行目的地の外気温度を認識する段階と、
前記走行目的地でのエアコンによる予想消費電力に該当するSOC比較値を求める段階と、
前記現在のSOC値が低い場合にエンジンを要求パワーより高い運転点で動作させ充電指向で制御するか、前記現在のSOC値が高い場合に電気モータに対する放電量を増大させる放電指向で制御するかどうかのSOC値の方向性を判断する段階と、
前記走行目的地の外気温度と現在の温度から、走行目的地に到達するとエアコン消費量が増加すると予想される場合、前記現在のSOC値から前記SOC比較値を差し引いた値にSOC戦略バンド値を設定する段階と、
前記現在のSOC値より低く設定された前記SOC戦略バンド値によって車両の運転点を制御する段階と、からなり、
前記SOC戦略バンド値が、0〜25の低位限界範囲、25〜40の低範囲、40〜70の正常範囲、70〜80の高範囲、80〜100の高位限界範囲のどの範囲に属するか判定され、正常範囲以上の場合は放電運転が、それ未満では充電運転がなされることを特徴とするハイブリッド車両のバッテリーSOCのバランシング制御方法。
- 前記走行目的地の外気温度は、ナビゲーションシステムに目的地を入力すると自動的に認識されることを特徴とする請求項1記載のハイブリッド車両のバッテリーSOCのバランシング制御方法。
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KR10-2009-0110676 | 2009-11-17 | ||
KR1020090110676A KR20110054135A (ko) | 2009-11-17 | 2009-11-17 | 하이브리드 차량의 배터리 soc 밸런싱 제어 방법 |
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JP2011105293A JP2011105293A (ja) | 2011-06-02 |
JP5688920B2 true JP5688920B2 (ja) | 2015-03-25 |
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US20120316810A1 (en) * | 2011-06-08 | 2012-12-13 | GM Global Technology Operations LLC | Battery limit calibration based on battery life and performance optimization |
US8854008B2 (en) * | 2011-12-08 | 2014-10-07 | GM Global Technology Operations LLC | Combined PI feedback and feedforward cell balancing method |
KR101399345B1 (ko) * | 2012-11-27 | 2014-05-27 | 에스케이씨앤씨 주식회사 | 배터리 잔여랑을 추정하는 방법 |
US9118198B2 (en) | 2012-12-20 | 2015-08-25 | Nokia Technologies Oy | Balancing of battery cells connected in parallel |
KR101461895B1 (ko) * | 2013-05-03 | 2014-11-13 | 현대자동차 주식회사 | 배터리 팩의 셀 밸런싱 시스템 및 셀 밸런싱 방법 |
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DE102010029122A1 (de) | 2011-05-19 |
CN102064360A (zh) | 2011-05-18 |
US8330424B2 (en) | 2012-12-11 |
CN102064360B (zh) | 2014-12-17 |
US20110115439A1 (en) | 2011-05-19 |
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DE102010029122B4 (de) | 2022-06-15 |
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