KR20180124483A - Apparatus and method of controlling charge/discharge for vehicle - Google Patents

Abstract

The present invention relates to an apparatus of controlling charge/discharge for a vehicle and, more specifically, relates to an apparatus and a method of controlling charge/discharge for a vehicle to charge and discharge a battery by controlling variable voltage of an alternator in case of gear shifting. To achieve this, according to an embodiment of the present invention, the apparatus of controlling charge/discharge for a vehicle comprises: an alternator connected through an engine and a belt; a transmission connected to the engine, and receiving a driving force from the engine; a battery electrically connected to the alternator to be charged and discharged; a data detector detecting condition data to control the alternator, the transmission, and the battery; and a controller determining whether a gear is shafted with the condition data, and controlling charge/discharge for the battery by changing reference voltage of the alternator to set voltage when the gear is shifted.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an apparatus and method for controlling charge /

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charge / discharge control apparatus for a vehicle, and more particularly, to a charge / discharge control apparatus and method of a vehicle capable of charging and discharging a battery by controlling a variable voltage of an alternator during a shift.

BACKGROUND OF THE INVENTION [0002] Generally, a vehicle is provided with many electrical devices such as an engine starter, an electric device of an ignition device, a lamp, and an air conditioner. A battery and an alternator are used as means for supplying electric power to such an electric device.

The electric power required in the vehicle is generated by the alternator driven by the engine output and charged into the battery. When necessary, the electric power is distributed to each necessary electric system such as illumination, instrument, warning display and cooling / Supplemented.

The vehicle varies the generated voltage of the alternator to improve fuel economy. That is, in the acceleration and the constant speed section, the load of the alternator is reduced by discharging the battery by discharging the voltage. In the decelerating section, the voltage of the alternator is increased by the voltage of the alternator.

The engine changes RPM (Revolution Per Minute) due to changes in vehicle speed and gear range while driving the vehicle. When the vehicle accelerates, the RPM of the engine rises. When the vehicle is upshifted, the RPM of the engine falls and the RPM of the alternator also changes.

The engine friction force at the time of the upshifting is an element that causes the RPM to drop, and the rotational inertia of the alternator is a factor that prevents the RPM from falling. These two different forces act by the pulling force of the belt connecting the engine and the alternator, thereby reducing the life of the belt. That is, at the time of upshifting, the tension of the belt is increased due to the rotating inertia of the alternator, and the durability is deteriorated.

Further, at the time of downshifting during deceleration, the load of the alternator becomes large, which is an element that hinders the rise of the RPM, so that the belt tension increases and the durability decreases.

The matters described in the background section are intended to enhance the understanding of the background of the invention and may include matters not previously known to those skilled in the art.

An embodiment of the present invention provides an apparatus and method for charge / discharge control of a vehicle capable of controlling a variable voltage of an alternator during a shift.

The embodiments of the present invention provide an apparatus and method for charge / discharge control of a vehicle capable of varying the voltage of an alternator in accordance with a shift.

According to an embodiment of the present invention, an alternator is connected through an engine and a belt. A transmission connected to the engine, the transmission receiving driving force from the engine; A battery electrically connected to the alternator to be charged and discharged; A data detector for detecting state data for controlling the alternator, the transmission, and the battery; And a controller for determining the occurrence of a shift using the state data and controlling the charge / discharge of the battery by changing a reference voltage of the alternator to a set voltage when a shift occurs have.

The controller may determine whether the shift is an upshift or a downshift when a shift occurs, and may control a discharge of the battery by lowering a reference voltage of the alternator to a first set voltage.

Further, the controller can determine whether the shift is an upshift or a downshift when a shift occurs, and control the charge of the battery by raising the reference voltage of the alternator to a second set voltage when the shift is an upshift.

Also, the controller may determine completion of the shift using the state data, and may return to the reference voltage at the set voltage when the shift is completed.

Further, the controller determines the occurrence of a shift using the state data, and then performs a shift by controlling the transmission after a delay time has elapsed at the time of occurrence of the shift, and the reference voltage of the alternator is changed from the shift- It can be changed to set voltage.

The data detector may further include a speed sensor for detecting a speed of the vehicle; An acceleration sensor for detecting an acceleration of the vehicle; And an accelerator pedal position sensor for detecting a position value of the accelerator pedal.

According to another embodiment of the present invention, there is provided a method for controlling charge / discharge of a battery in a vehicle including a battery and an alternator connected to an engine through a belt and a battery electrically connected to the alternator, Checking the data; Determining the occurrence of a shift using the state data; Changing the reference voltage of the alternator to a set voltage when the shift occurs; And controlling charging and discharging of the battery using the set voltage.

The embodiment of the present invention can control the variable voltage of the alternator at the time of shifting to charge and discharge the battery, thereby improving the durability of the belt connecting the engine and the alternator.

Further, since the voltage to be supplied to the alternator can be varied according to the shift, the tension of the belt can be minimized.

In addition, effects obtainable or predicted by the embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects to be predicted according to the embodiment of the present invention will be disclosed in the detailed description to be described later.

1 is a block diagram illustrating an apparatus for controlling charge and discharge of a vehicle according to an embodiment of the present invention.
2 is a flowchart illustrating a charge / discharge control method of a vehicle according to an embodiment of the present invention.
FIG. 3 is a graph illustrating engine RPM and alternator voltage during acceleration of a vehicle charge / discharge control method according to an embodiment of the present invention.
4 is a graph showing the engine RPM and the alternator voltage at the time of deceleration in the charging / discharging control method of the vehicle according to the embodiment of the present invention.
5 is a graph showing an engine RPM and an alternator voltage during acceleration of a vehicle charge / discharge control method according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an operation principle of an apparatus and method for controlling charge and discharge of a vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings and description. It should be understood, however, that the drawings and the following detailed description are exemplary and explanatory of various embodiments for effectively illustrating the features of the present invention. Therefore, embodiments of the present invention should not be limited to the following drawings and descriptions.

Further, in the following description of the embodiments of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the gist of the present invention unnecessarily obscure. The terms used below are defined in consideration of the functions of the embodiments of the present invention, which may vary depending on the user, the intention or custom of the operator, and the like. Therefore, the definition should be based on the contents throughout this specification.

In order to efficiently explain the essential technical features of the present invention, the following embodiments will appropriately modify, integrate, or separate terms to be understood by those skilled in the art to which the present invention belongs , And the present invention is by no means thereby limited.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram illustrating an apparatus for controlling charge and discharge of a vehicle according to an embodiment of the present invention.

1, an apparatus for controlling charge / discharge of a vehicle according to an embodiment of the present invention includes an engine 10, an alternator 20, a battery 50, a transmission 60, a data detector 110, .

The engine 10 burns fuel to generate a driving force. That is, the engine 10 may be a known various engine 10 such as a gasoline engine or a diesel engine using conventional fossil fuels. The rotational driving force generated in the engine 10 is transmitted to the transmission 60 side.

The alternator 20 is connected to the engine 10 via a belt. That is, the alternator 20 is connected to the engine 10 through a belt and a pulley. Accordingly, when the engine 10 is rotated, the alternator 20 rotates by the rotational force transmitted through the belt.

The alternator 20 charges the battery 50 when the voltage is higher than the reference voltage under the control of the controller 150 and discharges the battery 50 when the voltage is lower than the reference voltage.

The battery 50 is composed of a plurality of unit cells and supplies electric power by an electric field load (not shown). Such a full-line load can represent a component driven by low power, such as lighting, meters, warning indicators and heating and cooling devices.

The battery 50 may be charged or discharged according to the voltage of the alternator 20.

The transmission 60 converts the output torque of the engine 10 into a target torque. That is, the transmission 60 selects the gear position according to the vehicle speed and the position value of the accelerator pedal, converts the received torque into the target torque, and outputs the converted target torque to the drive wheels to drive the vehicle.

The data detector 110 detects the state data to control the alternator 20, the battery 50 and the transmission 60. The data detector 110 may periodically detect the status data or may detect it aperiodically according to the control of the controller 150. [

To this end, the data detector 110 includes a speed sensor 113, an acceleration sensor 115, an accelerator position sensor (APS) 117, and a brake pedal position sensor Hereinafter referred to as 'BPS', 119).

The speed sensor 113 detects the speed of the vehicle. The speed sensor 113 provides the detected vehicle speed to the controller 150. [

This speed sensor 113 can be mounted on a driving wheel of the vehicle. On the other hand, when the speed sensor 113 is not provided, the controller 150 may calculate the vehicle speed using the GPS signal received from the GPS.

The acceleration sensor 115 detects the acceleration of the vehicle and provides the detected vehicle acceleration to the controller 150. [

When the acceleration sensor 115 is not provided, the controller 150 may calculate the vehicle acceleration using the vehicle speed.

The APS 117 detects the degree to which the driver depresses the accelerator pedal. That is, the APS 117 detects the position value of the accelerator pedal (degree of depression of the accelerator pedal) and provides a signal to the controller 150 about the detected value. When the accelerator pedal is fully depressed, the position value of the accelerator pedal is 100%, and when the accelerator pedal is not depressed, the position of the accelerator pedal may be 0%.

On the other hand, instead of using the APS 117, a throttle valve opening sensor mounted in the intake passage may be used.

The BPS 119 detects the degree to which the driver depresses the brake pedal. That is, the BPS 119 detects the position value of the brake (degree of depression of the accelerator pedal) and provides a signal to the controller 150 about the detected value. When the brake pedal is fully depressed, the value of the position of the brake pedal is 100%, and when the brake pedal is not depressed, the position value of the brake pedal may be 0%.

The controller 150 controls the overall operation of the vehicle and controls the engine 10, the alternator 20, the battery 50, the transmission 60, and the data detector 110, which are components of the charge and discharge control device.

The controller 150 is provided with status data from the data detector 110. The controller 150 determines whether a shift occurs based on the state data, and changes the reference voltage of the alternator 20 to a set voltage when a shift occurs. The controller 150 controls the charging / discharging of the battery 50 through the alternator 20 which has been changed to the set voltage.

The controller 150 may be implemented by one or more processors that are operated by a set program, and the set program may be programmed to perform each step of the charge / discharge control method according to the embodiment of the present invention. The charge / discharge control method will be described in detail with reference to FIGS. 2 to 5. FIG.

Since the conventional operation of the vehicle according to the embodiment of the present invention including the above functions is the same as or similar to the conventional vehicle, a detailed description thereof will be omitted.

Hereinafter, a method of controlling charge and discharge in a vehicle will be described with reference to FIGS. 2 to 5. FIG.

FIG. 2 is a flowchart illustrating a charge / discharge control method for a vehicle according to an embodiment of the present invention. FIG. 3 is a graph showing an engine RPM and an alternator voltage at the time of acceleration in a charge / discharge control method of a vehicle according to an embodiment of the present invention. FIG. 4 is a graph showing engine RPM and alternator voltage at the time of deceleration in the charge / discharge control method of a vehicle according to an embodiment of the present invention. And the engine RPM and the alternator voltage at the time of acceleration.

Referring to FIG. 2, the controller 150 checks status data (S210). That is, the data detector 110 detects the state data including the vehicle speed, the vehicle acceleration, the position value of the accelerator pedal, and the position value of the brake pedal, and provides the detected state data to the controller 150. The controller 150 receives and verifies status data from the data detector 110.

However, the present invention is not limited thereto, and the controller 150 may periodically or non-periodically receive status data from the data detector 110 to confirm the status data.

The controller 150 determines the occurrence of the shift using the state data (S220). In other words, the controller 150 determines whether a shift occurs using the vehicle speed of the state data, the position value of the accelerator pedal, and the vehicle acceleration. That is, the controller 150 can confirm the target gear stage matched to the vehicle speed and the position value of the accelerator pedal through the shift map. Here, the shift map represents a map set in advance for performing shifting, and may include gear positions matched with vehicle speeds and position values of a plurality of accelerator pedals.

The controller 150 determines whether a downshift occurs when a shift occurs (S230). In other words, when a shift occurs, the controller 150 determines whether it is a downshift by using the gear stage coupled to the current transmission 60 and the target gear stage.

The controller 150 changes the reference voltage of the alternator 20 to the first set voltage in the case of a downshift (S240). That is, the controller 150 controls the discharge of the battery 50 by lowering the reference voltage of the alternator 20 to the first set voltage in the case of a downshift. For example, when the vehicle speed increases, the reference voltage 350 of the alternator 20 can be changed to the first set voltage 360 in the downshift 310 as shown in the graph 300 of FIG. 3 have. When the vehicle speed decreases, the reference voltage 350 of the alternator 20 can be changed to the first set voltage 360 in the downshift 410 as shown in the graph 400 of FIG.

Here, the reference voltage may be set based on the voltage of the battery 50. For example, if the voltage of the battery 50 is 12.8V, the reference voltage may be 12.7V.

The first set voltage is lower than the reference voltage and may be the voltage at which the battery 50 is discharged. At this time, the first set voltage may be set by an operator or may be set through a predetermined algorithm (for example, a program and a probability model). For example, the first set voltage may be 12.5V.

Accordingly, the charge / discharge control apparatus according to the embodiment of the present invention lowers the voltage of the alternator 20 at the time of the downshift, so that the load of the alternator 20 is reduced. As the RPM of the engine 10 rises, The RPM of the belt 20 increases, so that the tension of the belt can be reduced and the durability can be improved.

The controller 150 changes the reference voltage of the alternator 20 to the second set voltage in the upshift (S250). That is, the controller 150 raises the reference voltage of the alternator 20 to the second set voltage and controls the charging of the battery 50 when the upshift is performed. For example, when the vehicle speed is increased, the reference voltage 350 of the alternator 20 is set to the second set voltage 370 in the case of the upshift 320 as shown in the graph 300 of FIG. Can be changed.

When the vehicle speed decreases, the reference voltage 350 of the alternator 20 can be changed to the second set voltage 370 in the case of the upshift 420 as shown in the graph 400 of FIG.

In FIG. 4, the vehicle speed is increased at the time point 450, but this means that the vehicle speed increases even if the accelerator pedal is not depressed. That is, if the position value of the accelerator pedal is 0%, deceleration can be determined even if the vehicle speed increases.

Here, the second set voltage is higher than the reference voltage, and may be the voltage at which the battery 50 is charged. At this time, the second set voltage may be set by an operator or set by a predetermined algorithm (for example, a program and a probability model). For example, the second set voltage may be 14.8V.

Accordingly, the charge / discharge control apparatus according to the present invention increases the voltage of the alternator 20 at the time of upshift, so that the load of the alternator 20 increases, and as the RPM of the engine 10 decreases, The tension of the belt can be reduced and the durability can be improved because the RPM of the belt 20 is reduced.

On the other hand, the controller 150 determines that the shift occurs through the shift map using the state data, and when the shift occurs, the controller 150 controls the transmission 60 to perform the shift after the delay time elapses. The controller 150 changes the reference voltage of the alternator 20 from the time of occurrence of the shift occurrence to the set voltage until the actual shift time point.

For example, as shown in the graph 500 of FIG. 5, the controller 150 determines that a shift occurs at the shift occurrence determination point 530 and confirms that the shift is an upshift 510, The reference voltage 350 of the alternator 20 is changed to the second set voltage 370 from the actual shift point 540 after the delay time.

The reason for changing the voltage of the alternator 20 during the delay time is to prevent the occurrence of the dimming phenomenon because the voltage supplied to the electric field load suddenly changes when the voltage is changed during this period because the shift time is short .

The controller 150 determines completion of the shift using the state data (S260). That is, the controller 150 determines that the shift is completed using the vehicle speed of the state data, the vehicle acceleration, the position value of the accelerator pedal, and the position value of the brake pedal.

On the other hand, if the shift is not completed, the controller 150 may periodically determine whether the shift is completed.

When the shifting is completed, the controller 150 returns to the reference voltage from the set voltage (S270). At this time, the controller 150 may return to the reference voltage at the set voltage for the set time. At this time, the set time may be a time set in advance to prevent the voltage of the alternator 20 from being rapidly changed.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It will be understood that the invention may be varied and varied without departing from the scope of the invention.

10: Engine
20: Alternator
40: belt
50: Battery
60: transmission
110: Data detector
113: Speed sensor
115: Accelerometer
117: APS
119: BPS
150:

Claims (11)

An alternator connected through an engine and a belt;
A transmission connected to the engine, the transmission receiving driving force from the engine;
A battery electrically connected to the alternator to be charged and discharged;
A data detector for detecting state data for controlling the alternator, the transmission, and the battery; And
A controller for determining the occurrence of a shift using the state data, and for controlling charge / discharge of the battery by changing a reference voltage of the alternator to a set voltage when a shift occurs;
Charge / discharge control device for a vehicle. The method according to claim 1,
The controller
Shift control means for determining whether an upshift or a downshift occurs when a shift occurs and controlling a discharge of the battery by lowering a reference voltage of the alternator to a first settable voltage if the shift is a downshift. The method according to claim 1,
The controller
Shift control means for determining whether an upshift or downshift occurs when a shift occurs, and for increasing the reference voltage of the alternator to a second predetermined voltage when the shift is an upshift, thereby controlling charging of the battery. The method according to claim 1,
The controller
Wherein said control means judges completion of shifting by using said state data and returns to said reference voltage at said set voltage when shifting is completed. The method according to claim 1,
The controller
And a control unit for controlling the transmission to change the reference voltage of the alternator to a set voltage from a time point when the shift is determined to occur, And the charge / discharge control device of the vehicle. The method according to claim 1,
The data detector
A speed sensor for detecting the speed of the vehicle;
An acceleration sensor for detecting an acceleration of the vehicle; And
An accelerator pedal position sensor for detecting a position value of the accelerator pedal;
The charge / discharge control device of the vehicle. A method for controlling charging and discharging of a battery in a vehicle charge / discharge control apparatus including an alternator connected through an engine and a belt, and a battery electrically connected to the alternator and being charged / discharged,
Checking status data;
Determining the occurrence of a shift using the state data;
Changing the reference voltage of the alternator to a set voltage when the shift occurs; And
Controlling charging and discharging of the battery using the set voltage;
And controlling the charge / discharge of the vehicle. 8. The method of claim 7,
The step of changing to the set voltage
Determining whether the shift is an upshift or a downshift; And
Lowering the reference voltage of the alternator to a first set voltage if the downshift is performed;
Wherein the charge / discharge control method comprises the steps of: 8. The method of claim 7,
The step of changing to the set voltage
Determining whether the shift is an upshift or a downshift; And
Increasing the reference voltage of the alternator to a second set voltage if the upshift is performed;
Wherein the charge / discharge control method comprises the steps of: 8. The method of claim 7,
After the step of controlling charge / discharge of the battery
Determining completion of the shift using the state data; And
Returning from a set voltage to a reference voltage when the shifting is completed;
Further comprising the step of controlling the charge / discharge of the vehicle. 8. The method of claim 7,
The step of changing to the set voltage
Performing a shift by controlling the transmission after a delay time has elapsed at the time of occurrence of the shift when the shift occurs; And
Changing the reference voltage of the alternator to a set voltage from the time of the occurrence of the shift change until the actual shifting time;
Further comprising the step of controlling the charge / discharge of the vehicle.

Images