KR20150069939A

KR20150069939A - Vehicle and controlling method of driving the vehicle

Info

Publication number: KR20150069939A
Application number: KR1020130156693A
Authority: KR
Inventors: 김준호
Original assignee: 현대자동차주식회사
Priority date: 2013-12-16
Filing date: 2013-12-16
Publication date: 2015-06-24
Also published as: KR101566742B1

Abstract

An automobile includes an alternator connected to an electric load to generate an output current, a battery electrically connected to the electric load and the alternator, a battery discharged and charged, a distance of a desired section from real-time traffic information on a path to a destination, (Idle Stop & Go) operation of the engine by using the output current, the SOC of the battery, the current of the battery, the distance of the desired section, and the estimated average speed, And an engine control unit (ECU) for controlling the engine.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a VEHICLE and CONTROLLING METHOD OF DRIVING THE VEHICLE,

The embodiments relate to a method of controlling operations of an automobile and an automobile.

In order to improve the fuel efficiency of an automobile, an idle stop & go (ISG) for stopping the engine at idling is applied. If the state of charge (SOC) of the battery is below a certain level among the various conditions for controlling the ISG system, the ISG system does not operate.

However, although it is possible to recharge if there is a desired section after the congestion section in the route of the automobile, the prior art does not operate the ISG at the SOC lower than the predetermined standard.

And to provide a method of controlling the operation of an automobile or an automobile which can control the operation of the ISG according to the operational route.

An automobile according to an embodiment of the present invention includes an alternator connected to an electric load to generate an output current, a battery electrically connected to the electric load and the alternator, (Idle Stop < / RTI > < RTI ID = 0.0 > ") < / RTI & Go) operation of the engine.

The desired interval is a period in which the rotational speed of the engine is expected to be equal to or greater than a predetermined threshold rotational speed, and the alternator can supply the maximum output power in the desired interval.

Wherein the ECU calculates a desired running time by dividing the distance of the desired section by the expected average speed, calculates a current consumption current by subtracting the battery current from an output current of the alternator, The rechargeable SOC is calculated using the current.

The ECU calculates the rechargeable SOC by multiplying a result obtained by subtracting the current consumption current from the maximum output current of the alternator by the desired running time, dividing the result by the rated elapsed time of the battery, and then converting the result into a percentage.

The ECU controls the ISG (Idle Stop & Go) operation of the engine on the basis of a result of comparing the current SOC of the battery with the compensation threshold SOC obtained by subtracting the rechargeable SOC from the predetermined critical SOC.

The ECU controls the engine in the ISG enable mode if the current SOC is equal to or greater than the compensation threshold SOC and controls the engine in the ISG disable mode if the current SOC is less than the compensation threshold SOC.

A vehicle driving control method including a battery and an alternator according to an embodiment of the present invention includes the steps of setting a route from a current location to a destination and receiving traffic information on the set route, Calculating a desired travel time and a current consumption current by using the desired travel time and the current consumption current, calculating a rechargeable SOC using the desired travel time and the current consumption current, calculating a rechargeable SOC at a predetermined critical SOC, And determining one of the ISG enable mode and the ISG disable mode using the SOC and the current SOC of the battery.

The method of claim 1, further comprising: determining whether the destination has been set; if the destination is not set, the rechargeable SOC is set to 0% and the ISG enable mode and the ISG disable mode The process proceeds to the step of determining one of them.

Wherein determining one of the ISG enable mode and the ISG disable mode comprises: determining whether the current SOC is less than the compensation threshold SOC, and if the current SOC is less than the compensation threshold SOC, And determining an Able mode.

Wherein determining the ISG enable mode and the ISG disable mode comprises: determining whether the current SOC is greater than or equal to the compensation threshold SOC; and if the current SOC is greater than or equal to the compensation threshold SOC, . &Lt; / RTI >

Wherein the calculating of the desired driving time and the current consumption current includes calculating a desired driving time by dividing the distance of the desired section by the expected average speed, subtracting the battery current from the output current of the alternator, .

Wherein the calculating of the rechargeable SOC comprises multiplying a result obtained by subtracting the current consumption current from a maximum output current of the alternator by the desired running time and dividing the result by the rated elapsed time of the battery, And calculating a possible SOC.

It is possible to control the enable / disable of the ISG according to the travel route, thereby improving the operation frequency of the ISG and improving the fuel efficiency.

1 is a view showing a configuration of an automobile according to an embodiment.
2 is a flowchart showing an ISG control method according to an embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as "comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

The automobile driving method according to the embodiment searches for a good section using real-time traffic information of navigation, estimates the SOC that can be recharged in the searched section, and relaxes the standard of stopping the operation of the ISG. Then, the frequency of operation of the ISG system is increased, and the fuel efficiency of the vehicle can be improved.

1 is a view showing a configuration of an automobile according to an embodiment.

The vehicle 1 includes an alternator 10, a battery 20, a current sensor 11, a battery sensor 21, an ECU (engine control unit) 30, an engine 40 and a navigation 50 .

The alternator 10 is connected to the electric load 60 and supplies electric power to the electric load 60. [ The electric power of the electric power output from the alternator 10 minus the electric power supplied to the electric load 60 can be supplied to the battery 20. [ For example, the remaining current obtained by subtracting the current supplied to the electric load 60 from the output current of the alternator 10 may be used for charging the battery 20. [ Hereinafter, a current supplied to the electric load 60 is referred to as a consumed current.

The battery 20 is connected to the electric load 60, supplies electric power to the electric load 60, and is charged by the alternator 10. Further, when the electric load 60 is a motor, the battery 20 can be charged by regenerative braking.

The current sensor 11 senses the output current of the alternator 10.

The battery sensor 21 measures the cell voltage of each of a plurality of cells (not shown) constituting the battery 20, the charging current and the discharging current (hereinafter, battery current) flowing through the battery 20, ) Can be predicted. The battery sensor 21 may calculate an open circuit voltage (OCV) based on a plurality of measured cell voltages. The battery sensor 21 can predict the SOC by using the OCV, the temperature of the battery 20, and the charging current and the discharging current.

The output current measured from the current sensor 11 and the SOC and the battery current predicted by the battery sensor 21 are transmitted to an engine control unit (ECU) 30.

The navigation 50 can receive real-time traffic information for a route to a set destination from a traffic information center (not shown). The navigation 50 calculates the distance and the estimated average speed of the section of the route to the destination as long as the traffic flow is desired (good section) from the traffic information and transmits it to the ECU 30.

In this case, the desired section means a section in which the number of revolutions of the engine 40 is expected to be equal to or greater than a predetermined threshold number of revolutions. For example, the critical rotational speed may be set to a rotational speed at which the electric power generated from the alternator 10 exceeds the required electric power of the electric load 60. [

That is, in the embodiment, the critical rotation number can be set based on the rotation number when the electric power is generated from the alternator 10 in excess of the required electric power. The battery 20 is charged with power exceeding the required power in the desired section.

Specifically, when the speed of the vehicle is 60 km / h or more, the rotation speed of the engine becomes 2000 rpm or more, and the alternator 10 can supply the maximum output power. The critical rotation speed is set to 2000 rpm, and a section having a speed of 60 km / h or more can be set as a desired section.

The engine 40 operates under the control of the ECU 30. For example, when the SOC of the battery 20 is less than the threshold SOC, the ECU 30 controls the engine 40 in the ISG disable mode, and when the SOC is greater than the threshold SOC, 40).

In the ISG enable mode, the engine 40 is stopped under the control of the ECU 30 in idling, and the ECU 30 does not stop the engine 40 in the idle mode in the ISG disable mode.

The ECU 30 calculates the running time dh of the desired section (hereinafter referred to as the desired running time). For example, the desired running time dh can be calculated using the distance and the expected average speed of the desired section received from the navigation 50. [ The traveling time (dh) is represented by the following equation (1).

[Mathematics 1]

Desired driving time (dh) = distance of desired section / estimated average speed

The expected speed is the expected average speed at the desired interval.

The ECU 30 calculates the current consumption current CA (hereinafter, current consumption current). For example, the ECU 30 calculates the current consumption current CA using the current output current of the alternator 10 and the current battery current flowing in the battery 20. [ Current consumption current (CA) is shown in Equation (2) below.

&Quot; (2) "

Current consumption current (CA) = current output current - current battery current

When the output of the alternator 10 is larger than the consumption current of the electric load 60, the electric load 60 of the vehicle first consumes the electric current output from the alternator 10. When the battery 20 is discharged, the alternator output current exceeding the consumption current is supplied to the battery 20 to charge the battery 20. [ At this time, the battery current is set to a positive value.

If the battery 20 is in a fully charged state, the output current of the alternator 10 can be controlled only by the consumption current of the electric load 60. [

When the consumption current of the electric load 60 is larger than the output current of the alternator 10, the insufficient current between the consumption current of the output current electric load 60 of the alternator 10 is supplied from the battery 20. At this time, the battery current is set to a negative value.

Therefore, the consumption current of the electric load 60 can be calculated by subtracting the current of the battery 20 from the output current of the alternator 10, as shown in the equation (2).

The ECU 30 calculates the rechargeable SOC (RSOC) using the desired driving time dh and the current consumption current CA. For example, the ECU 30 may calculate the rechargeable SOC (RSOC) using the following equation (3).

&Quot; (3) "

Rechargeable SOC (RSOC) [%] = [{(Maximum Alternator Output Current - Current Consumption (CA) * Required Drive Time (dh)} / Battery Rated Capacity * 100

The alternator maximum output current means the current at the maximum output condition generated from the alternator 10. When the current consumption current is subtracted from the alternator maximum output current, the maximum current that can be supplied to the battery 20 is calculated.

When the running time dh is multiplied, the total charge amount that can be supplied to the battery 20 is obtained. When the total charge amount is divided by the battery rated capacity, the charge ratio is calculated and multiplied by 100 to be converted into% SOC.

The ECU 30 calculates the compensation threshold SOC by subtracting the rechargeable SOC from the critical SOC. The ECU 30 controls the engine 40 in the ISG enable mode when the current SOC received from the battery sensor 21 is equal to or greater than the compensation threshold SOC. The ECU 30 controls the engine 40 in the ISG disable mode if the current SOC is less than the compensation threshold SOC.

For example, the ECU 30 generates and outputs an ISG enable signal to the engine 40. In the ISG enable mode, the ISG enable signal is a logic one, and in the ISG disable mode, the ISG enable signal is a logic zero.

2 is a flowchart showing an ISG control method according to an embodiment.

First, it is determined whether a destination is set (S10).

In step S10, when the destination is set, a route from the current location to the destination is set, and traffic information on the set route is received (S20).

In step S10, if the destination is not set, the rechargeable SOC (RSOC) is set to 0% (S40) and the ISG enable / disable determination step proceeds.

The desired section and estimated average speed are detected from the traffic information received in step S20, and the desired travel time and current consumption current are calculated (S30). Then, the rechargeable SOC (RSOC) is calculated (S50).

Basically, the ISG enable signal is set to '1' (S60).

It is determined whether the current SOC is smaller than the compensation threshold SOC (TSOC-RSOC) (S70). TSOC [%] means critical SOC [%].

In step S70, if the current SOC is not smaller than the compensation threshold SOC, the ISG enable signal is maintained at '1' (S60). In step S70, if the current SOC is smaller than the compensation threshold SOC, the ISG enable signal is changed to '0' (S80).

In the ISG disable mode, it is determined whether the current SOC is equal to or greater than the compensation threshold SOC (S90). In step S90, if the current SOC is equal to or greater than the compensation threshold SOC, the ISG enable signal is changed to '1' (S60). In step S90, if the current SOC is smaller than the compensation threshold SOC, the ISG enable signal is maintained at '0' (S80).

In this manner, the enabling / disabling of the ISG is controlled according to the travel route, and the frequency of operation of the ISG is improved to improve the fuel efficiency.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

1: Automotive
10: Alternator
20: Battery
11: Current sensor
21: Battery sensor
30: an engine control unit (ECU)
40: engine
50: Navigation

Claims

An alternator connected to the electric load for generating an output current,
A battery electrically connected to the electric load and the alternator,
Navigation to calculate the distance of the desired section from the real-time traffic information on the route to the destination and the expected average speed in the desired section, and
An engine control unit (ECU) for controlling the ISG (Idle Stop & Go) operation of the engine using the output current, the SOC of the battery, the current of the battery, the distance of the desired section, The car.

The method according to claim 1,
Wherein the desired interval is a period in which the number of revolutions of the engine is expected to be equal to or greater than a predetermined threshold number of revolutions and the alternator can supply a maximum output power in the desired interval.

The method according to claim 1,
The ECU includes:
Calculating a desired running time by dividing the distance of the desired section by the expected average speed,
A current consumption current is calculated by subtracting the battery current from an output current of the alternator,
And calculating the rechargeable SOC using the desired traveling time and the current consumption current.

The method of claim 3,
The ECU includes:
Multiplying a result obtained by subtracting the current consumption current from the maximum output current of the alternator by the desired running time and dividing the multiplication result by the rated elapsed time of the battery and then converting the result into a percentage to calculate the rechargeable SOC.

5. The method of claim 4,
The ECU includes:
(Idle Stop & Go) operation of the engine on the basis of a result of comparing the current SOC of the battery with the compensation threshold SOC obtained by subtracting the rechargeable SOC from the predetermined critical SOC.

6. The method of claim 5,
Wherein the ECU controls the engine in an ISG enable mode if the current SOC is equal to or greater than the compensation threshold SOC and controls the engine in an ISG disable mode if the current SOC is less than a compensation threshold SOC.

In running control of a vehicle including a battery and an alternator,
Setting a route from a current location to a destination and receiving traffic information of the set route,
Calculating a desired travel time and a current consumption current by detecting a distance and an expected average speed of a good section from the received traffic information,
Calculating a rechargeable SOC using the desired traveling time and the current consumption current;
Determining one of an ISG enable mode and an ISG disable mode using a compensation threshold SOC obtained by subtracting the rechargeable SOC from a predetermined critical SOC and the current SOC of the battery.

8. The method of claim 7,
Wherein the desired interval is a period in which the rotational speed of the engine is expected to be equal to or greater than a predetermined threshold rotational speed and the alternator can supply the maximum output power in the desired interval.

8. The method of claim 7,
Further comprising determining whether the destination has been set,
If the destination is not set, the rechargeable SOC is set to 0% and the step of determining one of the ISG enable mode and the ISG disable mode is performed.

8. The method of claim 7,
Wherein determining one of the ISG enable mode and the ISG disable mode comprises:
Determining whether the current SOC is less than the compensation threshold SOC, and
And determining the ISG enable mode if the current SOC is not less than the compensation threshold SOC.

8. The method of claim 7,
Wherein determining one of the ISG enable mode and the ISG disable mode comprises:
Determining whether the current SOC is greater than or equal to the compensation threshold SOC, and
And determining the ISG disable mode if the current SOC is equal to or greater than the compensation threshold SOC.

8. The method of claim 7,
Wherein the calculating of the desired traveling time and the current consumption current comprises:
Dividing the distance of the desired section by the expected average speed to calculate a desired traveling time, and
And subtracting the battery current from the output current of the alternator to calculate a current consumption current.

13. The method of claim 12,
The step of calculating the rechargeable SOC comprises:
Calculating a rechargeable SOC by multiplying a result obtained by subtracting the current consumption current from the maximum output current of the alternator by the desired running time and dividing a result of multiplication by a rated elapsed time of the battery to convert the result into a percentage; Of the vehicle.