JP5953857B2 - Vehicle control device and power generation control method - Google Patents

Description

  The present invention relates to a vehicle control device and a power generation control method thereof.

  Conventionally, various types of generators are mounted on vehicles. The generator is used to charge an in-vehicle battery for supplying electric power to various in-vehicle electric devices.

  For example, a configuration in which an alternator is attached to an output shaft of an engine and an in-vehicle battery is charged is known. There is also known a hybrid vehicle in which a traveling motor is attached to an axle so that traveling driving and regenerative control can be performed only by the output of the motor. Also in the hybrid vehicle, the electric power regenerated by the motor is used for charging the in-vehicle battery.

  In this connection, when the SOC (States Of Charge) of the battery is smaller than a predetermined lower limit α%, the charge of the battery is corrected to the power Pp necessary for traveling as the engine power Pe. If the SOC is greater than β%, the engine power Pe is made lower by the battery charge correction power Pchg than the power Pp required for driving, and the battery charge power is consumed by the motor. A charging control method for a hybrid vehicle is known (see, for example, Patent Document 1).

JP-A-10-95819

  However, in the conventional charge control method, when the SOC of the battery is smaller than the target value, the amount of power generation for correcting the charge of the battery becomes large, resulting in a heavy burden on the generator, and consequently the fuel consumption of the entire vehicle. It can get worse.

  An object of the present invention, according to one aspect, is to provide a vehicle control device capable of performing efficient power generation control, and a power generation control method thereof.

In order to achieve the above object, one embodiment of the present invention provides:
A battery mounted on the vehicle;
Power generation means for generating power using the output of the internal combustion engine or kinetic energy at the time of vehicle deceleration, and charging the battery;
Control means for controlling the power generation means,
When the control unit controls the power generation unit based on the charging rate of the battery, the control unit calculates a decreasing rate toward the target value of the charging rate when the charging rate of the battery is larger than a target value. The power generation means is controlled so as to be larger than the rate of increase toward the target value of the charging rate when is smaller than the target value ,
It is a control device for vehicles.

  According to this aspect of the present invention, when controlling the power generation means based on the charging rate of the battery, the degree of power generation suppression of the power generation means when the charging rate of the battery is larger than a target value, the charging rate of the battery Since it is larger than the power generation promotion level of the power generation means when it is smaller than the target value, efficient power generation control can be performed.

In one embodiment of the present invention,
When the control unit controls the power generation unit based on the charge rate of the battery, when the charge rate of the battery is larger than a target value, a first difference with respect to the difference between the charge rate of the battery and the target value is set. A feedback gain is set to control the power generation voltage of the power generation means, and when the battery charging rate is smaller than a target value, the difference between the battery charging rate and the target value is greater than the first feedback gain. Alternatively, a small second feedback gain may be set to control the power generation voltage of the power generation means.

In one embodiment of the present invention,
The control means, when controlling the power generation means based on the charging rate of the battery, performs feedback control regarding the difference between the charging rate of the battery and a target value,
The first and second feedback gains may be a proportional gain and an integral gain in the feedback control.

In one embodiment of the present invention,
The control means sets the power generation voltage of the power generation means higher when a driver's intention to decelerate is detected based on a detection value of a sensor mounted on the vehicle, compared to when a driver's intention to decelerate is not detected. It is good also as what to do.

In one embodiment of the present invention,
The control means sets a power generation voltage of the power generation means to a first power generation voltage when a driver's intention to decelerate is detected based on a detection value of a sensor mounted on the vehicle, and a sensor mounted on the vehicle. When the driver's intention to accelerate is detected based on the output, the power generation voltage of the power generation means is set to a second power generation voltage lower than the first power generation voltage, and the sensor mounted on the vehicle When neither a deceleration intention nor an acceleration intention by the driver is detected based on the detected value, the power generation means may be controlled based on the charging rate of the battery.

In one embodiment of the present invention,
The control means sets a power generation voltage of the power generation means to a predetermined power generation voltage when a driver's intention to decelerate is detected based on a detection value of a sensor mounted on the vehicle, and sets the power generation voltage of the sensor mounted on the vehicle. When the driver's intention to decelerate is not detected based on the output, the power generation means may be controlled based on the charging rate of the battery.

In one embodiment of the present invention,
The power generation means is, for example, an alternator attached to the output shaft of the internal combustion engine.

Another aspect of the present invention is:
A control device that generates power using the output of the internal combustion engine or kinetic energy at the time of deceleration of the vehicle and controls power generation means for charging a battery mounted on the vehicle,
When controlling the power generation means based on the charging rate of the battery,
When the charging rate of the battery is larger than a target value, a first feedback gain is set for the difference between the charging rate of the battery and the target value to control the power generation voltage of the power generation means,
When the charging rate of the battery is smaller than a target value, a second feedback gain smaller than the first feedback gain is set for the difference between the charging rate of the battery and the target value to generate power by the power generation means. Control the voltage,
This is a power generation control method.

  According to another aspect of the present invention, when the power generation means is controlled based on the battery charge rate, the power generation suppression degree of the power generation means when the battery charge rate is larger than a target value is determined. Is larger than the degree of power generation promotion of the power generation means when is smaller than the target value, efficient power generation control can be performed.

  According to one aspect of the present invention, it is possible to provide a vehicle control device capable of performing efficient power generation control, and a power generation control method thereof.

1 is a system configuration example of a vehicle control device 1 according to a first embodiment of the present invention. It is an example of the flowchart which shows the flow of the process which the power generation voltage calculation part 34 which concerns on 1st Example performs. It is a figure which shows the change of the state which appears in the vehicle by which the vehicle control apparatus 1 of a present Example is mounted as a result of performing the process of the flowchart demonstrated above. It is a figure which shows the change of the state which appears in the vehicle of a comparative example, when the driving operation similar to FIG. 3 is performed. It is another example of the flowchart which shows the flow of the process which the generated voltage calculation part 34 performs. It is an example of the flowchart which shows the flow of the process which the power generation voltage calculation part 34 which concerns on 2nd Example performs. It is an example of the map used when the generated voltage calculation unit calculates the generated voltage of the alternator 20. It is an example of the flowchart which shows the flow of the process which the power generation voltage calculation part 34 which concerns on 3rd Example performs.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

<First embodiment>
Hereinafter, a vehicle control device and a power generation control method thereof according to a first embodiment of the present invention will be described with reference to the drawings.

[Constitution]
FIG. 1 is a system configuration example of a vehicle control apparatus 1 according to a first embodiment of the present invention. The vehicle control apparatus 1 includes a battery 10, an alternator 20, and an ECU (Electronic Control Unit) 30 as main components.

  The battery 10 is a chargeable / dischargeable secondary battery mounted on a vehicle, for example, a lead storage battery. The battery 10 is not limited to a lead storage battery, and may be another type of secondary battery.

  A current sensor 12 is attached to one of the positive electrode line and the negative electrode line connected to the battery 10. The current sensor 12 detects the charging / discharging current of the battery 10 and outputs it to the ECU 30. In addition to the current sensor 12, a temperature sensor and a voltage sensor (not shown) are connected to the battery 10, and these sensors output detected values to the ECU 30.

  The battery 10 supplies power to the in-vehicle device 14. The in-vehicle device 14 is, for example, an air conditioner, a car audio, a navigation device, or the like. Further, the battery 10 is charged with the electric power generated by the alternator 20.

  The alternator 20 includes an AC generator that generates an alternating current by electromagnetic induction between the stator and the rotor, a converter that converts the alternating current into a direct current, and the like. The alternator 20 is provided with an IC regulator 22 that adjusts the current (excitation current) supplied to the electromagnet (field coil) of the rotor of the alternator 20 and controls the generated voltage of the AC generator. The rotor of the alternator 20 is connected to the crankshaft of the engine 24 via a belt or a pulley. A control signal for the IC regulator 22 is input from the ECU 30.

  The IC regulator 22 includes a comparator that compares the generated voltage of the AC generator with a voltage value indicated by a control signal input from the ECU 30, a transistor that is turned on / off based on the output of the comparator, and the like. When the generated voltage of the AC generator is lower than the voltage value indicated by the control signal, the transistor outputs an ON signal, an exciting current flows through the field coil to generate an electromotive force, and the generated voltage of the AC generator rises. . On the other hand, when the generated voltage of the AC generator exceeds the voltage value indicated by the control signal, the transistor outputs an off signal, the excitation current does not flow through the field coil, and the generated voltage of the AC generator decreases. With such a structure, the IC regulator 22 can control the generated voltage of the alternator to a desired voltage.

  The ECU 30 is, for example, a microcomputer in which a ROM (Read Only Memory), a RAM (Random Access Memory), and the like are connected to each other via a bus with a central processing unit (CPU) as the center, and an HDD (Hard Disc Drive). ), DVD-R (Digital Versatile Disk-Recordable) drive, CD-R (Compact Disc-Recordable) drive, EEPROM (Electronically Erasable and Programmable Read Only Memory) and other storage devices, I / O ports, timers, counters, etc. Prepare.

  A sensor group such as a throttle opening sensor 40, a crank angle sensor 42, a brake pedal stroke sensor (master pressure sensor) 44, a shift position sensor 46, and the like is connected to the ECU 30. These sensor groups output detected values to the ECU 30.

  The ECU 30 also includes an SOC (States Of Charge) calculation unit 32 and a power generation voltage calculation unit 34 as functional blocks that function when the CPU executes programs stored in various storage devices.

  The SOC calculation unit 32 calculates the SOC of the battery 10 by integrating the current value input from the current sensor 12. The SOC calculation unit 32 calculates, for example, the SOC of the battery 10 every predetermined time (for example, every clock) and provides the generated voltage to the generated voltage calculation unit 34. Note that the SOC of the battery 10 may be corrected by a detection value of a temperature sensor or a voltage sensor.

  The power generation voltage calculation unit 34 calculates the power generation voltage of the alternator 20 based on the detection value of the sensor group and the SOC calculated by the SOC calculation unit 32, and outputs it to the IC regulator 22 as the control signal described above.

[flowchart]
Hereinafter, the operation when the generated voltage calculation unit 34 of the present embodiment calculates the generated voltage of the alternator 20 will be described. FIG. 2 is an example of a flowchart showing a flow of processing executed by the generated voltage calculation unit 34 according to the first embodiment. This flowchart is repeatedly executed, for example, every predetermined period (for example, every 50 [ms]).

  First, the power generation voltage calculation unit 34 determines whether or not a driver's intention to decelerate is detected based on detection values of the throttle opening sensor 40 and the brake pedaling amount sensor 44, for example (S100). In this determination, the power generation voltage calculation unit 34, for example, when the detected value of the throttle opening sensor 40 (may be an accelerator opening sensor) decreases by a first reference value or more during a predetermined period, or the brake pedal stroke sensor 44 It is determined that the driver's intention to decelerate has been detected when the detected value rises above the second reference value in a predetermined period.

  When the driver's intention to decelerate is detected, the generated voltage calculation unit 34 calculates the first generated voltage VH as the generated voltage of the alternator 20 (S102). The first power generation voltage VH is a value of about 15 [V], for example, and may be the maximum value of the power generation voltage calculated by the power generation voltage calculator 34. The power generation voltage of the alternator 20 is calculated in this way because the engine 24 normally does not output when the vehicle decelerates, and power generation is possible without energy consumption. The intention is to charge the battery 10.

  When the driver's intention to decelerate is not detected, the generated voltage calculation unit 34 determines whether the driver's intention to accelerate is detected based on, for example, a detection value of the throttle opening sensor 40 (S104). In this determination, the generated voltage calculation unit 34 determines that the driver intends to accelerate when the detected value of the throttle opening sensor 40 (which may be an accelerator opening sensor) increases by a third reference value or more in a predetermined period. It is determined that it has been detected.

  When the driver's intention to accelerate is detected, the generated voltage calculation unit 34 calculates the second generated voltage VL as the generated voltage of the alternator 20 (S106). The second power generation voltage VL is, for example, a value of about 12.5 [V], and may be the minimum value of the power generation voltage calculated by the power generation voltage calculation unit 34. The power generation voltage of the alternator 20 is calculated in this way because if the power generation amount of the alternator 20 is increased during acceleration of the vehicle, a large amount of energy output from the engine 24 is consumed, and the acceleration performance of the vehicle decreases. This is because of concern.

  When neither the deceleration intention nor the acceleration intention by the driver is detected, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the SOC of the battery 10 (S108 to S114).

  First, the generated voltage calculation unit 34 determines whether or not the SOC of the battery 10 is larger than the target SOC (S108).

  When the SOC of the battery 10 is larger than the target SOC, the generated voltage calculation unit 34 sets a feedback gain in feedback control to be described later to “large” (S110). On the other hand, when the SOC of the battery 10 is smaller (below) than the target SOC, the generated voltage calculation unit 34 sets a feedback gain in feedback control to be described later to “small” (S112).

  Then, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the following equation (1) (S114). In the equation, ΔSOC is a difference obtained by subtracting the target SOC from the SOC of the battery 10. Kp and Ki are a proportional gain and an integral gain, respectively. When the feedback gain is set to “Large”, Kp and Ki are KpH and KiH, and when the feedback gain is set to “Low” and Kp and Ki are KpL and KiL, KpH> KpL and KiH> KiL is established.

  (Power generation voltage) = (Previous power generation voltage) −Kp × ΔSOC−Ki × ΣΔSOC (1)

  However, the upper limit value and the lower limit value of the generated voltage shown in the equation (1) are determined by the following equation (2).

  VL <(power generation voltage) <VH (2)

[State change]
FIG. 3 is a diagram illustrating a change in a state appearing in a vehicle on which the vehicle control device 1 of the present embodiment is mounted as a result of executing the processing of the flowchart described above. FIG. 4 is a diagram illustrating a change in a state that appears in the vehicle of the comparative example when a driving operation similar to that in FIG. 3 is performed. Note that. In the vehicle of this comparative example, the power generation voltage when the intention to accelerate and the intention to decelerate is detected is calculated in the same manner as in this embodiment, and when the power generation voltage of the alternator 20 is calculated based on the SOC of the battery 10, It is assumed that control is performed using the same feedback gain regardless of whether or not the SOC is larger than the target SOC.

  As shown in the figure, in the vehicle in which the vehicle control device 1 of the present embodiment is mounted in the steady travel period (3), the generated voltage of the alternator 20 is reduced even though the SOC of the battery 10 is smaller than the target SOC. The increase (an example of “acceleration of power generation by the power generation means” in the claims) is suppressed as compared with the vehicle of the comparative example. As a result, in the vehicle equipped with the vehicle control device 1 of the present embodiment, it is assumed that the SOC increase rate of the battery 10 in the deceleration period (4) is larger than that of the vehicle of the comparative example. As a result, it is possible to relatively increase the power generation amount of the alternator 20 during a period in which power generation is possible without energy consumption, and the energy consumption amount can be reduced.

  Further, in the idle period (5) after the deceleration period (4), the SOC of the battery 10 is larger than the target SOC, so that the generated voltage of the alternator 20 decreases more quickly than the vehicle of the comparative example (claims). An example of “power generation suppression by power generation means” in the range). As a result, when power is generated, the amount of power generated by the alternator 20 can be relatively reduced during a period involving energy consumption, and the energy consumption can be reduced as compared with the vehicle of the comparative example.

[Summary]
According to the vehicle control apparatus 1 of the present embodiment described above, when the power generation voltage of the alternator 20 is calculated based on the SOC of the battery 10, the power generation voltage of the alternator 20 when the SOC of the battery 10 is larger than the target value. The amount of power generation of the alternator 20 during a period in which power generation is possible without energy consumption is made larger than the degree of increase in the power generation voltage of the alternator 20 when the SOC of the battery 10 is smaller than the target SOC. When the power generation is performed, the power generation amount of the alternator 20 can be relatively reduced during a period accompanied by energy consumption. As a result, efficient power generation control can be performed.

  In this embodiment, the “target SOC” may be a “target SOC area” having a certain range. In this case, the flowchart shown in FIG. 2 can be modified as follows. FIG. 5 is another example of a flowchart showing a flow of processing executed by the generated voltage calculation unit 34. Note that the processes in FIG. 2 that are the same as those in FIG. 2 are given the same step numbers as in FIG. 2 to simplify the description. This flowchart is repeatedly executed, for example, every predetermined period (for example, every 50 [ms]).

  First, the power generation voltage calculation unit 34 determines whether or not a driver's intention to decelerate is detected based on detection values of the throttle opening sensor 40 and the brake pedaling amount sensor 44, for example (S100). When the driver's intention to decelerate is detected, the generated voltage calculation unit 34 calculates the first generated voltage VH as the generated voltage of the alternator 20 (S102). The first power generation voltage VH is a value of about 15 [V], for example, and may be the maximum value of the power generation voltage calculated by the power generation voltage calculator 34.

  When the driver's intention to decelerate is not detected, the generated voltage calculation unit 34 determines whether the driver's intention to accelerate is detected based on, for example, a detection value of the throttle opening sensor 40 (S104). When the driver's intention to accelerate is detected, the generated voltage calculation unit 34 calculates the second generated voltage VL as the generated voltage of the alternator 20 (S106). The second power generation voltage VL is, for example, a value of about 12.5 [V], and may be the minimum value of the power generation voltage calculated by the power generation voltage calculation unit 34.

  When neither the deceleration intention nor the acceleration intention by the driver is detected, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the SOC of the battery 10 (S116 to S124).

  First, the generated voltage calculation unit 34 determines whether or not the SOC of the battery 10 is larger than the upper limit TH of the target SOC region (S116).

  When the SOC of the battery 10 is larger than the upper limit TH of the target SOC, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the following equation (3) (S118). In Expression (3), ΔSOC * is a difference obtained by subtracting the upper limit TH of the target SOC region from the SOC of the battery 10.

  (Power generation voltage) = (Previous power generation voltage) −Kp × ΔSOC * −Ki × ΣΔSOC * (3)

  When the SOC of the battery 10 is smaller than the upper limit TH of the target SOC, the generated voltage calculation unit 34 determines whether or not the SOC of the battery 10 is smaller than the lower limit TL of the target SOC region (S120).

  When the SOC of the battery 10 is smaller than the lower limit TL of the target SOC region, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the following equation (4) (S122). In Expression (4), ΔSOC ** is a difference obtained by subtracting the lower limit TL of the target SOC region from the SOC of the battery 10.

  (Power generation voltage) = (Previous power generation voltage) −Kp × ΔSOC ** − Ki × ΣΔSOC ** (4)

  When the SOC of the battery 10 is between the upper limit TH of the target SOC and the lower limit TL of the target SOC region, the generated voltage calculation unit 34 maintains the generated voltage of the alternator 20 at the same value as the previously calculated value (S124). ).

  Even when the flowchart of FIG. 5 is used, the upper limit value and the lower limit value of the generated voltage calculated based on the equations (3) and (4) are determined by the equation (2).

<Second embodiment>
Hereinafter, a vehicle control device and a power generation control method thereof according to a second embodiment of the present invention will be described with reference to the drawings.

  The vehicular control apparatus according to the second embodiment is different from the first embodiment in the contents of the processing of the generated voltage calculation unit 34, and therefore only such differences will be described.

  FIG. 6 is an example of a flowchart showing a flow of processing executed by the generated voltage calculation unit 34 according to the second embodiment. This flowchart is repeatedly executed, for example, every predetermined period (for example, every 50 [ms]).

  First, the generated voltage calculation unit 34 determines whether or not a driver's intention to decelerate has been detected, for example, based on detection values of the throttle opening sensor 40 and the brake pedaling amount sensor 44 (S200). The contents of this determination may be the same as in the first embodiment.

  When a driver's intention to decelerate is detected, the generated voltage calculation unit 34 calculates the first generated voltage VH as the generated voltage of the alternator 20 (S202). The first power generation voltage VH is a value of about 15 [V], for example, and may be the maximum value of the power generation voltage calculated by the power generation voltage calculator 34.

  When the driver's intention to decelerate is not detected, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the SOC of the battery 10 (S204 to S210).

  First, the generated voltage calculation unit 34 determines whether or not the SOC of the battery 10 is larger than the target SOC (S204).

  When the SOC of the battery 10 is larger than the target SOC, the generated voltage calculation unit 34 sets a feedback gain in feedback control to be described later to “large” (S206). On the other hand, when the SOC of the battery 10 is smaller than the target SOC, the generated voltage calculation unit 34 sets a feedback gain in feedback control to be described later to “small” (S208).

  Then, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 based on the formula (1) described in the first embodiment (S210). As for the generated voltage shown in Expression (1), an upper limit value and a lower limit value are determined by Expression (2).

  As a result of such processing, the power generation amount of the alternator 20 is relatively increased in a period in which power generation can be performed without energy consumption, and the power generation amount of the alternator 20 is relatively increased in a period with energy consumption when power generation is performed. Therefore, the energy consumption can be reduced.

[Summary]
According to the vehicle control device 2 of the present embodiment described above, when the power generation voltage of the alternator 20 is calculated based on the SOC of the battery 10, the power generation voltage of the alternator 20 when the SOC of the battery 10 is larger than the target value. The amount of power generation of the alternator 20 during a period in which power generation is possible without energy consumption is made larger than the degree of increase in the power generation voltage of the alternator 20 when the SOC of the battery 10 is smaller than the target SOC. When the power generation is performed, the power generation amount of the alternator 20 can be relatively reduced during a period accompanied by energy consumption. As a result, efficient power generation control can be performed.

  Also in this embodiment, as in the first embodiment, the “target SOC” may be a “target SOC area” having a certain range (see FIG. 5).

<Third embodiment>
Hereinafter, a vehicle control device and a power generation control method thereof according to a third embodiment of the present invention will be described with reference to the drawings.

  The vehicular control apparatus according to the third embodiment is different from the first embodiment in the contents of the processing of the generated voltage calculation unit 34, and therefore only such differences will be described.

  The power generation voltage calculation unit 34 according to the third embodiment performs the following map adaptation control instead of performing feedback control when calculating the power generation voltage of the alternator 20 based on the SOC of the battery 10.

FIG. 7 is an example of a map used when the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20. In the figure, ΔSOC is a difference obtained by subtracting the target SOC from the SOC of the battery 10, and ΔALTV is a voltage fluctuation value added to the generated voltage of the alternator 20 by one correction. The generated voltage calculation unit 34 periodically (for example, every 50 [ms]) adds the value derived from the map of FIG. 7 to the current generated voltage of the alternator 20 to generate the generated voltage of the alternator 20. Calculate as As shown in FIG. 7 , the map used by the generated voltage calculation unit 34 shows the degree of suppression of the generated voltage of the alternator 20 when the SOC of the battery 10 is larger than the target value (ΔSOC is positive). This is larger than the increase in the generated voltage of the alternator 20 when it is smaller than the target SOC.

  However, the generated voltage of the alternator 20 obtained in this way has an upper limit value and a lower limit value determined by the equation (2).

  FIG. 8 is an example of a flowchart showing a flow of processing executed by the generated voltage calculation unit 34 according to the third embodiment. This flowchart is repeatedly executed, for example, every predetermined period (for example, every 50 [ms]).

  First, the power generation voltage calculation unit 34 determines whether or not the driver intends to decelerate based on the detection values of the throttle opening sensor 40 and the brake pedaling amount sensor 44, for example (S300). The contents of this determination may be the same as in the first embodiment.

  When a driver's intention to decelerate is detected, the generated voltage calculation unit 34 calculates the first generated voltage VH as the generated voltage of the alternator 20 (S302). The first power generation voltage VH is a value of about 15 [V], for example, and may be the maximum value of the power generation voltage calculated by the power generation voltage calculator 34.

  When the driver's intention to decelerate is not detected, the generated voltage calculation unit 34 determines whether or not the driver's intention to accelerate is detected based on, for example, a detection value of the throttle opening sensor 40 (S304). The contents of this determination may be the same as in the first embodiment.

  When the driver's intention to accelerate is detected, the generated voltage calculation unit 34 calculates the second generated voltage VL as the generated voltage of the alternator 20 (S306). The second power generation voltage VL is, for example, a value of about 12.5 [V], and may be the minimum value of the power generation voltage calculated by the power generation voltage calculation unit 34.

When neither the deceleration intention nor the acceleration intention by the driver is detected, the generated voltage calculation unit 34 calculates the generated voltage of the alternator 20 by applying the SOC of the battery 10 and the target SOC to the map shown in FIG. 7 (S308).

[Summary]
According to the vehicle control device 3 of the present embodiment described above, when the power generation voltage of the alternator 20 is calculated based on the SOC of the battery 10, the power generation voltage of the alternator 20 when the SOC of the battery 10 is larger than the target value. The amount of power generation of the alternator 20 during a period in which power generation is possible without energy consumption is made larger than the degree of increase in the power generation voltage of the alternator 20 when the SOC of the battery 10 is smaller than the target SOC. When the power generation is performed, the power generation amount of the alternator 20 can be relatively reduced during a period accompanied by energy consumption. As a result, efficient power generation control can be performed.

  Also in the present embodiment, as in the first embodiment, the “target SOC” may be a “target SOC region” having a certain range. In this case, ΔSOC shown in FIG. 7 is a value obtained by subtracting the upper limit TH of the target SOC region from the SOC of battery 10 or a value obtained by subtracting the lower limit TL of the target SOC region from the SOC of battery 10.

  The vehicle control device and the power generation control method of the present invention show that “the power generation amount is relatively increased during a period in which power generation is possible without energy consumption, and when power generation is performed, the power generation amount is reduced in a period with energy consumption. The effect that “the power generation control can be performed efficiently because it can be made relatively small” is not a large-capacity battery that stores power for driving the hybrid vehicle or the electric vehicle. In particular, this is particularly noticeable when a battery (so-called auxiliary battery) that is charged by an alternator and drives an electric device other than for driving is used. This is because the capacity of the auxiliary battery is generally suppressed to a necessary and sufficient level and is likely to be fully charged. By applying the vehicle control device and the power generation control method of the present invention, it is possible to suppress power generation when the SOC is larger than the target value and to promote power generation when the SOC is smaller than the target value. Thus, the full charge period can be relatively shortened, and energy consumption can be suppressed.

  Moreover, the said effect becomes still more remarkable when a battery is a lead acid battery. In the case of a lead storage battery, the influence of polarization is greater than that of other types of storage batteries, and the apparent OCV (open circuit voltage) tends to be high in the charged state, and the apparent OCV tends to be low in the discharged state. It is. By applying the present invention to a lead storage battery having such a tendency, for example, at a timing when the battery is in a discharged state and the vehicle starts to decelerate, a larger acceptance current to the battery can be expected.

  The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

  For example, in the first embodiment and the second embodiment, the PI control in which the proportional term (P term) and the integral term (I term) are set is performed, but the P control in which only the proportional term is set may be performed. .

  In the first and second embodiments, the PI control is performed with the proportional term (P term) and the integral term (I term) set. However, the differential term (D term) is further set and feedback is performed. Control may be performed. In this case, the difference gain may be arbitrarily determined regardless of whether the SOC of the battery 10 is larger or smaller than the target value.

  Further, in the flowchart of FIG. 2 and the like, “when the driver's intention to decelerate” is detected may be replaced with “when the vehicle speed decreases by a predetermined degree or more in the reference period”. Similarly, “when the driver's intention to accelerate” is detected may be replaced with “when the vehicle speed increases by a predetermined amount or more in the reference period”. In this case, the detection value of the vehicle speed sensor is input to the ECU 30.

DESCRIPTION OF SYMBOLS 1 Control apparatus for vehicles 10 Battery 12 Current sensor 14 In-vehicle apparatus 20 Alternator 22 IC regulator 24 Engine 30 ECU
32 SOC calculation unit 34 Power generation voltage calculation unit 40 Throttle opening sensor 42 Crank angle sensor 44 Brake pedaling amount sensor (master pressure sensor)
46 Shift position sensor

Claims (7)

A battery mounted on the vehicle;
Power generation means for generating power using the output of the internal combustion engine or kinetic energy at the time of vehicle deceleration, and charging the battery;
A control means for controlling said power means, when controlling the generator means based on the charging rate of the battery, reduction rate storage rate of the battery towards the target value of the charging rate when larger than the target value Control means for controlling the power generation means so as to be larger than the increase rate toward the target value of the charging rate when the charging rate of the battery is smaller than the target value ,
When the control unit controls the power generation unit based on the charge rate of the battery, when the charge rate of the battery is larger than a target value, a first difference with respect to the difference between the charge rate of the battery and the target value is set. A feedback gain is set to control the power generation voltage of the power generation means, and when the battery charging rate is smaller than a target value, the difference between the battery charging rate and the target value is greater than the first feedback gain. Setting a second feedback gain that is smaller than the control value to control the power generation voltage of the power generation means ,
Vehicle control device. The vehicle control device according to claim 1 ,
The control means, when controlling the power generation means based on the charging rate of the battery, performs feedback control regarding the difference between the charging rate of the battery and a target value,
The first and second feedback gains are a proportional gain and an integral gain in the feedback control,
Vehicle control device. The vehicle control device according to claim 1 or 2 ,
The control means sets the power generation voltage of the power generation means higher when a driver's intention to decelerate is detected based on a detection value of a sensor mounted on the vehicle, compared to when a driver's intention to decelerate is not detected. To
Vehicle control device. The vehicle control device according to any one of claims 1 to 3 ,
The control means sets a power generation voltage of the power generation means to a first power generation voltage when a driver's intention to decelerate is detected based on a detection value of a sensor mounted on the vehicle, and a sensor mounted on the vehicle. When the driver's intention to accelerate is detected based on the output, the power generation voltage of the power generation means is set to a second power generation voltage lower than the first power generation voltage, and the sensor mounted on the vehicle When neither a deceleration intention nor an acceleration intention by the driver is detected based on the detection value, the power generation means is controlled based on the charging rate of the battery.
Vehicle control device. The vehicle control device according to any one of claims 1 to 3 ,
The control means sets a power generation voltage of the power generation means to a predetermined power generation voltage when a driver's intention to decelerate is detected based on a detection value of a sensor mounted on the vehicle, and sets the power generation voltage of the sensor mounted on the vehicle. When the driver's intention to decelerate is not detected based on the output, the power generation means is controlled based on the charging rate of the battery.
Vehicle control device. The vehicle control device according to any one of claims 1 to 5 ,
The power generation means is an alternator attached to the output shaft of the internal combustion engine.
Vehicle control device. A control device that generates power using the output of the internal combustion engine or kinetic energy at the time of deceleration of the vehicle and controls power generation means for charging a battery mounted on the vehicle,
When controlling the power generation means based on the charging rate of the battery,
When the charging rate of the battery is larger than a target value, a first feedback gain is set for the difference between the charging rate of the battery and the target value to control the power generation voltage of the power generation means,
When the charging rate of the battery is smaller than a target value, a second feedback gain smaller than the first feedback gain is set for the difference between the charging rate of the battery and the target value to generate power by the power generation means. Control the voltage,
Power generation control method.

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