WO2013027337A1 - 車両用電源装置 - Google Patents
車両用電源装置 Download PDFInfo
- Publication number
- WO2013027337A1 WO2013027337A1 PCT/JP2012/004853 JP2012004853W WO2013027337A1 WO 2013027337 A1 WO2013027337 A1 WO 2013027337A1 JP 2012004853 W JP2012004853 W JP 2012004853W WO 2013027337 A1 WO2013027337 A1 WO 2013027337A1
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- WIPO (PCT)
- Prior art keywords
- capacitor
- starter
- voltage
- charging
- control circuit
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
- F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N2011/0881—Components of the circuit not provided for by previous groups
- F02N2011/0885—Capacitors, e.g. for additional power supply
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N2011/0881—Components of the circuit not provided for by previous groups
- F02N2011/0888—DC/DC converters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
- F02N2200/045—Starter temperature or parameters related to it
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
- F02N2200/062—Battery current
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
- F02N2200/063—Battery voltage
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
- F02N2200/101—Accelerator pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
- F02N2200/102—Brake pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2300/00—Control related aspects of engine starting
- F02N2300/20—Control related aspects of engine starting characterised by the control method
- F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a power supply device for a vehicle mounted on a vehicle having an idling stop function.
- FIG. 5 is a system configuration diagram of a conventional engine start control device.
- the energy regenerated by the regeneration generator 101 at the time of deceleration of the vehicle is stored in the capacitor 103.
- the capacitor 103 is connected to the battery 107 via the DC / DC converter 105.
- the starter 111 for starting the engine 109 is driven by either the capacitor 103 or the battery 107.
- a voltage sensor 113 for measuring the voltage of the capacitor 103 is attached.
- the engine 109 is attached with an engine speed sensor 115 for measuring the number of revolutions per unit time.
- the number of revolutions per unit time is simply referred to as the number of revolutions.
- a power supply apparatus for a vehicle which is used in a vehicle having an engine and a starter for starting the engine and drives the starter, wherein the power supply apparatus for a vehicle includes a battery, a charging circuit, a capacitor, a switch, and a voltage detection.
- a circuit, a current detection circuit, a control circuit, and a storage unit are included.
- the charging circuit is electrically connected to the positive electrode of the battery.
- the positive electrode of the capacitor is electrically connected to the charging circuit.
- the first terminal of the switch is connected to the positive terminal of the capacitor, the second terminal is connected to the positive terminal of the battery, and the third terminal is connected to the starter.
- the voltage detection circuit is connected in parallel to the capacitor and detects a capacitor voltage (Vc).
- the current detection circuit is connected between the charging circuit and the positive electrode of the capacitor to detect a capacitor charging current (Ic).
- the storage unit holds values of starter drive energy (Es), capacitor voltage (Ve) immediately before engine start, starter internal resistance (Rs), and starter maximum current (Is).
- the control circuit is electrically connected to the charging circuit, the switch, the starter, the voltage detection circuit, the current detection circuit, and the storage unit.
- the third terminal of the switch is connectable to the first terminal or the second terminal, and the control circuit controls the capacitor voltage (Vc), the capacitor charging current (Ic) and the like when charging the capacitor to drive the starter.
- the capacitor internal resistance (R) and the capacitor capacitance (C) are obtained from
- the control circuit includes a capacitor internal resistance (R), a capacitor capacity (C), a starter drive energy (Es) held in the storage unit, a capacitor voltage (Ve) just before engine start, and a starter internal resistance (Rs)
- the charging circuit is controlled to charge the capacitor to the capacitor charging voltage (V1) determined based on the starter maximum current (Is).
- the starter drive energy (Es) is an electrical energy for driving the starter.
- the capacitor voltage (Ve) immediately before the engine start is the capacitor voltage immediately before the engine starts and starts to rotate.
- the starter internal resistance (Rs) is an internal resistance of the starter.
- the starter maximum current (Is) is a current required to start the rotation of the starter.
- FIG. 1 is a block circuit diagram of a power supply device for a vehicle according to an embodiment of the present invention.
- FIG. 2A is a flowchart showing the charging operation of the capacitor of the power supply device for a vehicle according to the embodiment of the present invention.
- FIG. 2B is a flowchart following the process of FIG. 2A and showing a charging operation of the capacitor of the vehicle power supply device according to the embodiment of the present invention.
- FIG. 3 is a flowchart showing the driving operation of the starter of the power supply device for a vehicle according to the embodiment of the present invention.
- FIG. 4 is a time-dependent characteristic view of the capacitor voltage at the time of driving the starter of the power supply device for a vehicle according to the embodiment of the present invention.
- FIG. 5 is a system configuration diagram of a conventional engine start control device.
- the number of rotations at which energization is stopped is determined according to the capacitor voltage. Therefore, the influence on the life of the capacitor due to the continuation of the state where the capacitor voltage is high (40 V in Patent Document 1) is not taken into consideration. If the capacitor voltage continues to be high, the life of the capacitor 103 may be shortened.
- FIG. 1 is a block circuit diagram of a power supply device for a vehicle according to the present embodiment.
- thick lines indicate power system wiring
- thin lines indicate signal system wiring.
- the vehicle in the present embodiment is provided with an idling stop function.
- the vehicle power supply device 10 includes a battery 11, a charging circuit 13, a capacitor 15, a switch 17, a starter 19, a voltage detection circuit 23, a current detection circuit 25, a control circuit 29, and a storage unit 200.
- the battery 11 is mounted on a vehicle (not shown) having an engine (not shown).
- the charging circuit 13 is electrically connected to the positive electrode of the battery 11.
- the positive electrode of the capacitor 15 is electrically connected to the charging circuit 13. That is, the capacitor 15 is electrically connected to the battery 11 via the charging circuit 13.
- the first terminal 501 of the three-terminal switch 17 is connected to the positive electrode of the capacitor 15, the second terminal 502 is connected to the positive electrode of the battery 11, and the third terminal 503 is electrically connected to the starter 19.
- the first terminal 501 and the second terminal 502 are selection terminals, and the third terminal 503 is a common terminal.
- the voltage detection circuit 23 is connected in parallel to the capacitor 15 and detects a capacitor voltage Vc.
- the current detection circuit 25 is connected between the charging circuit 13 and the positive electrode of the capacitor 15, and detects a capacitor charging current Ic.
- the storage unit 200 holds predetermined values of starter driving energy (Es), capacitor voltage (Ve) immediately before engine start, starter internal resistance (Rs), and starter maximum current (Is).
- the control circuit 29 is electrically connected to the charging circuit 13, the switch 17, the starter 19, the voltage detection circuit 23, the current detection circuit 25, and the storage unit 200.
- the control circuit 29 When charging the capacitor 15, the control circuit 29 obtains the capacitor internal resistance R and the capacitor capacitance C from the capacitor voltage Vc and the capacitor charging current Ic. Then, the control circuit 29 sets the internal resistance R of the capacitor, the capacitance C of the capacitor, the predetermined starter drive energy Es held in the storage unit 200, the capacitor voltage Ve just before engine start, the internal resistance Rs of the starter, and the maximum current Is of the starter.
- the charging circuit 13 is controlled to charge the capacitor 15 up to the capacitor charging voltage V1 determined based on it.
- the capacitor 15 is charged to the capacitor charging voltage V1 which is a voltage capable of driving the starter 19 based on the capacitor internal resistance R and the capacitor capacitance C reflecting the deteriorated state of the capacitor 15.
- V1 is a voltage capable of driving the starter 19 based on the capacitor internal resistance R and the capacitor capacitance C reflecting the deteriorated state of the capacitor 15.
- a generator 31 mounted on a vehicle generates electric power by an engine.
- the battery 31 and a load (not shown) composed of various electrical components are electrically connected to the generator 31 by power system wiring.
- the battery 11 is, for example, a lead battery.
- the charging circuit 13 is electrically connected to the positive electrode of the battery 11.
- the charging circuit 13 charges the capacitor 15 with the power of the battery 11 and the generator 31.
- the charging circuit 13 is, for example, a DC / DC converter. Thereby, the capacitor 15 can be charged by switching between constant current charging at the initial stage of charging and constant voltage charging at the final stage of charging.
- the charging circuit 13 is not limited to the DC / DC converter, and may be a dropper circuit, a combination of a resistor and a switch, or the like.
- a capacitor 15 is electrically connected to the charging circuit 13.
- the capacitor 15 is composed of an electric double layer capacitor.
- the voltage of 15 V is referred to as a predetermined upper limit voltage V1 u.
- the predetermined upper limit voltage V1u is not limited to 15 V, and is appropriately determined according to the rated voltage and the number of electric double layer capacitors to be used.
- the positive electrode of the capacitor 15 is electrically connected to a first terminal 501 which is a selection terminal of the switch 17.
- the positive electrode of the battery 11 is electrically connected to a second terminal 502 which is a selection terminal of the switch 17.
- the starter 19 is electrically connected to a third terminal 503 which is a common terminal of the switch 17.
- the starter 19 is a direct current motor type, and is used to start the engine. That is, the switch 17 is a three-terminal relay having two selection terminals (first terminal 501 and second terminal 502) and one common terminal (third terminal 503). The switch 17 is switched to an on state in which the common terminal is connected to any one selection terminal or to an off state not connected to any selection terminal according to an external signal. At the normal time when the starter 19 is not driven, the switch 17 is in the off state.
- the switch 17 is not limited to the three-terminal configuration, and may be configured to be equivalent to the three-terminal configuration by combining two on / off switches.
- the switch 17 is not limited to a relay, and a semiconductor switch element or the like may be used.
- a temperature sensor 21 for detecting the temperature T is disposed.
- a thermistor having high sensitivity to the temperature T is used.
- the temperature sensor 21 is not limited to a thermistor, and may be another type such as a thermocouple.
- the temperature sensor 21 is arrange
- the voltage detection circuit 23 is connected in parallel to the capacitor 15.
- the voltage detection circuit 23 detects the capacitor voltage Vc and outputs it to the control circuit 29.
- a current detection circuit 25 is connected to the capacitor 15 side of the charging circuit 13. That is, the current detection circuit 25 is connected between the charging circuit 13 and the positive electrode of the capacitor 15.
- the current detection circuit 25 detects the capacitor charging current Ic and outputs it to the control circuit 29.
- a shunt resistance method with a simple configuration is used.
- the current detection circuit 25 is not limited to the shunt resistance method, and a magnetic detection method using a Hall element may be used.
- the charge circuit 13, the switch 17, the starter 19, the temperature sensor 21, the voltage detection circuit 23, and the current detection circuit 25 are electrically connected to the control circuit 29 by signal system wiring.
- the control circuit 29 may be configured to control the entire vehicle. In that case, the control circuit 29 is connected to various devices other than those described in FIG. 1 by signal system wiring. However, in the present embodiment, devices other than those necessary for describing the configuration and operation are omitted.
- the control circuit 29 is composed of a microcomputer and peripheral circuits such as a memory.
- the control circuit 29 and the storage unit 200 may be integrally configured.
- the control circuit 29 detects the temperature T from the temperature sensor 21, the capacitor voltage Vc from the voltage detection circuit 23, and the capacitor charging current Ic from the current detection circuit 25. Further, the control circuit 29 outputs a starter signal ST to control the driving of the starter 19, and outputs a switch signal SW to switch the switch 17. Further, the control circuit 29 controls the charging circuit 13 by the control signal cont.
- the control signal cont is a bi-directional signal, and in addition to the control of the charging circuit 13, outputs the operating state of the charging circuit 13 to the control circuit 29. Therefore, the control circuit 29 can perform feedback control (for example, constant current control or constant voltage control) of the charging circuit 13 based on the capacitor voltage Vc and the capacitor charging current Ic.
- the negative electrode of the generator 31, the starter 19, the battery 11, the charging circuit 13, and the capacitor 15 is grounded.
- the operation of the vehicular power supply device 10 will be described. Since the vehicle in the present embodiment has an idling stop function, when the vehicle is stopped, the engine is stopped and the engine is restarted before traveling. Among the series of operations, the operation characterizing the present embodiment will be described in detail below.
- FIG. 2A is a flowchart showing the charging operation of the capacitor of the power supply device for a vehicle according to the present embodiment.
- FIG. 2B is a flowchart following the process of FIG. 2A and showing a charging operation of the capacitor of the vehicle power supply device according to the embodiment of the present invention.
- FIGS. 2A and 2B show subroutines executed from the main routine (not shown) of the microcomputer incorporated in the control circuit 29 when the capacitor 15 is charged.
- the control circuit 29 determines whether the starter 19 is not driven (step number S11). If the starter 19 is driven (No in S11), the battery 11 or the capacitor 15 discharges a large current to the starter 19, so the capacitor 15 can not be charged. Therefore, the control circuit 29 ends the subroutine of FIGS. 2A and 2B without performing the charging operation of the capacitor 15, and returns to the main routine.
- the capacitor 15 can be charged.
- the control circuit 29 detects the capacitor voltage Vc1 immediately before the start of charging (S17).
- the control circuit 29 charges the capacitor 15 with a predetermined constant current I (S19), and immediately detects the capacitor voltage Vc2 immediately after the start of charging (S21).
- the value of the predetermined constant current I is appropriately determined based on the specifications of the capacitor 15 to be used, the period required for charging, the allowable current value of the charging circuit 13 and the like.
- the current detection circuit 25 measures the constant current I as the capacitor charging current Ic (S22).
- control circuit 29 obtains the capacitor internal resistance R according to (Expression 1) (S23).
- the control circuit 29 determines whether or not a predetermined period ts has elapsed after the start of charging (S25).
- the predetermined period ts can be set arbitrarily as long as the capacitor 15 is fully charged. However, the period until the completion of charge varies depending on the use condition of the vehicle and the like, so a period of several seconds is desirable.
- control circuit 29 If the predetermined period ts has not elapsed (No in S25), the control circuit 29 returns to S25 and waits until the predetermined period ts elapses.
- the control circuit 29 detects the capacitor voltage Vc3 at that time (S27). Then, the control circuit 29 obtains the capacitor capacitance C from (Expression 2) (S29).
- the control circuit 29 determines the capacitor charging voltage V1 based on the capacitor internal resistance R and the capacitor capacity C, the starter drive energy Es, the capacitor voltage Ve just before engine start, the starter internal resistance Rs and the starter maximum current Is. decide.
- the values of the starter drive energy Es, the capacitor voltage Ve immediately before the start of the engine, the starter internal resistance Rs, and the starter maximum current Is use predetermined values held in the storage unit 200. However, these predetermined values are updated based on the change with time of the capacitor voltage Vc. The method of updating will be described later.
- the method of determining the capacitor charging voltage V1 will be described below.
- the electrical energy stored in the capacitor 15 the electrical energy necessary to drive the starter 19 is required.
- the electric energy stored in the capacitor 15 is expressed by (Expression 3A) using the capacitor charging voltage V1, the capacitor voltage Ve immediately before the engine start, and the capacitor capacitance C. This electrical energy is starter drive energy Es.
- the control circuit 29 obtains the capacitor charging voltage V1 from the starter driving energy Es, the capacitor voltage Ve immediately before the start of the engine, and the capacitor capacitance C using (Equation 3A).
- the capacitor charging voltage V1 in this case is set as a capacitor charging voltage V1a (S31). That is, V1a is expressed by (Expression 3B).
- the current flowing from capacitor 15 to starter 19 is not greater than the maximum current (starter maximum current Is) obtained from the torque required to start the rotation of starter 19. It does not. That is, if the current flowing is lower than the starter maximum current Is, the engine can not start. Therefore, the starter maximum current Is flowing from the capacitor 15 to the starter 19 is expressed by (Expression 4A) using the starter internal resistance Rs.
- the control circuit 29 obtains the capacitor charging voltage V1 from the starter internal resistance Rs, the starter maximum current Is, and the capacitor internal resistance R.
- the capacitor charging voltage V1 in this case is set as a capacitor charging voltage V1 b (S33). That is, V1b is expressed by (Expression 4B).
- the capacitor charging voltage V1 satisfying (Expression 3B) and (Expression 4B) is determined as follows. Two capacitor charging voltages V1a and V1b are obtained from (Expression 3B) and (Expression 4B). In this case, since (Expression 3B) and (Expression 4B) are both the minimum conditions that must be satisfied, control circuit 29 determines the larger of the two capacitor charging voltages V1a and V1b as capacitor charging voltage V1. (S35). As a result, even if the parameter changes due to the state of the vehicle, etc., necessary and sufficient power for driving the starter 19 is stored in the capacitor 15.
- the control circuit 29 performs temperature correction of the determined capacitor charging voltage V1.
- the final capacitor charging voltage V1 is determined by multiplying the capacitor charging voltage V1 by the temperature correction coefficient k obtained in advance according to the temperature T detected by the temperature sensor 21.
- the temperature correction coefficient k is set such that the capacitor charging voltage V1 increases as the temperature T decreases.
- the higher the temperature T the warmer the engine and accessories, so the load is reduced and the possibility of an overcurrent flowing through the starter 19 is increased.
- the relationship between the temperature T and the energy required to drive the starter 19 (starter drive energy Es) is obtained in advance, and the temperature correction coefficient k of the capacitor charging voltage V1 is determined based on the relationship.
- the temperature correction coefficient k thus obtained is stored in the storage unit 200 as a table indicating the relationship with the temperature T.
- the relationship between the temperature T and the temperature correction coefficient k is stored in the storage unit 200 as a table.
- the temperature correction coefficient k may be determined by finding an approximate expression of the temperature T and the temperature correction coefficient k by the least squares method or the like, and substituting the temperature T into the approximate expression.
- the temperature correction operation is described with reference to FIG. 2B.
- the control circuit 29 detects the temperature T from the temperature sensor 21 (S37).
- the control circuit 29 obtains a temperature correction coefficient k according to the temperature T from the table, multiplies the capacitor charging voltage V1 determined in S35 by the temperature correction coefficient k, and sets the value of k ⁇ V1 as the capacitor charging voltage V1. .
- temperature correction of the capacitor charging voltage V1 is performed (S39).
- the control circuit 29 detects the capacitor voltage Vc (S43), and compares the capacitor voltage Vc with the capacitor charging voltage V1 (S45). If the capacitor voltage Vc is less than the capacitor charging voltage V1 (Yes in S45), the control circuit 29 continues to charge the capacitor 15 (S46) because the charging of the capacitor 15 is not completed.
- the control circuit 29 stops the charging of the capacitor 15 and controls the charging circuit 13 to maintain the capacitor voltage Vc (S47) . Thereafter, the subroutines of FIG. 2A and FIG. 2B are ended and the process returns to the main routine.
- the charging of the capacitor 15 is started at S19.
- S19 charging of the capacitor 15 is performed with a constant current I to avoid inrush current.
- the control circuit 29 controls the charging circuit 13 to switch to constant voltage charging. As a result, the application of overvoltage to the capacitor 15 is reduced.
- the control circuit 29 does not charge the capacitor 15 when the capacitor charging voltage V1 is larger than the predetermined upper limit voltage V1u. This determination operation is performed in the main routine before the subroutines of FIGS. 2A and 2B are executed. This reduces the occurrence of overvoltage on capacitor 15. Also, the fact that the capacitor charging voltage V1 is larger than the predetermined upper limit voltage V1u may be caused by the deterioration of the capacitor 15 due to the large internal resistance R of the capacitor and the small capacitor capacitance C. Therefore, when the capacitor charging voltage V1 is larger than the predetermined upper limit voltage V1u, the control circuit 29 may warn the driver of deterioration of the capacitor 15.
- the control circuit 29 connects the second terminal 502 and the third terminal 503 of the switch 17 and drives the starter 19 by the battery.
- FIG. 3 is a flowchart showing the driving operation of the starter of the power supply apparatus for a vehicle according to the present embodiment.
- the flowchart in FIG. 3 is also a subroutine executed from the main routine, as in FIGS. 2A and 2B.
- the control circuit 29 executes the subroutine of FIG. First, the control circuit 29 determines whether the idling stop has ended (S51). Here, the end of the idling stop can be determined by the control circuit 29 detecting an operation in which the driver changes the brake pedal to the accelerator pedal.
- control circuit 29 If the idling stop is not finished (No in S51), the control circuit 29 returns to S51 and waits until the idling stop is finished.
- the starter 19 restarts the engine. Specifically, first, the control circuit 29 measures the capacitor voltage Vc with time (S53). Specifically, the control circuit 29 continues to sample the capacitor voltage Vc at regular intervals.
- control circuit 29 outputs the switch signal SW so as to connect the first terminal 501 and the third terminal 503 of the switch 17 (S55), and outputs the control signal cont so as to stop the charging circuit 13 (S57).
- starter signal ST is output to drive the starter 19 (S59).
- the starter 19 is driven by the power of the capacitor 15 by these operations.
- control circuit 29 determines whether the start of the engine has been completed (S61). The completion of the start of the engine is determined, for example, from the number of revolutions of the engine. If the start of the engine has not been completed (No in S61), the control circuit 29 returns to S61 and waits until the start of the engine is completed.
- the control circuit 29 outputs the starter signal ST to stop the starter 19 (S63) and outputs the switch signal SW to turn off the switch 17 (S63) S65). Then, the control circuit 29 stops the measurement of the capacitor voltage Vc with time (S67).
- the control circuit 29 obtains the time-dependent characteristic of the capacitor voltage Vc as shown in FIG.
- FIG. 4 is a time-dependent characteristic view of the capacitor voltage at the time of driving the starter of the power supply device for a vehicle according to the present embodiment. From the waveform of this time-dependent characteristic, the control circuit 29 obtains the maximum starter current Is, the internal resistance Rs of the starter, the capacitor voltage Ve immediately before the start of the engine, and the starter drive energy Es.
- the control circuit 29 obtains the starter maximum current Is based on the waveform of the drive initial state of the starter 19, that is, the waveform of the capacitor voltage Vc from time t0 to time t1 in FIG. Specifically, at time t0 when no current flows through starter 19, capacitor voltage Vc is capacitor charging voltage V1. Then, at time t1 immediately after driving the starter 19, as shown in FIG. 4, the capacitor voltage Vc causes a sharp voltage drop according to the capacitor internal resistance R. At this time, since the starter maximum current Is flows from the capacitor 15, the capacitor voltage drop width ⁇ Vd is expressed by (Expression 5A).
- the control circuit 29 first obtains the capacitor voltage drop width ⁇ Vd from the temporal characteristics of the capacitor voltage Vc in FIG. 4 (S69). Next, the control circuit 29 calculates the starter maximum current Is according to (Expression 5B) (S71).
- control circuit 29 obtains the starter internal resistance Rs according to (Expression 6) by substituting the obtained starter maximum current Is into (Expression 4A) (S73).
- the control circuit 29 obtains the capacitor voltage Ve immediately before the start of the engine from the waveform of FIG. That is, in FIG. 4, the capacitor voltage Vc is largely reduced at time t1 by the driving of the starter 19, and then recovered to time t2, which is immediately before the engine starts and starts to rotate. Then, when the engine starts to rotate, since the starter 19 is driven by the engine, the load is lightened, and the capacitor voltage Vc is rapidly recovered from time t2 to time t3. The voltage at the time t2 is the capacitor voltage Ve immediately before the engine start. Therefore, the control circuit 29 first extracts the waveform in which the capacitor voltage Vc changes around time t2 in FIG. 4 from the time-lapse characteristic data of the capacitor voltage Vc (S75).
- the control circuit 29 obtains the capacitor voltage Vc at time t2 as the capacitor voltage Ve immediately before engine start (S77).
- the period until the capacitor voltage Vc reaches the capacitor voltage Ve immediately before the engine start is substantially a period for driving the starter 19 with the power of the capacitor 15.
- control circuit 29 obtains the starter drive energy Es by substituting the capacitor voltage Ve immediately before the engine start into (Expression 3A) (S79).
- control circuit 29 drives the starter 19, and obtains the maximum starter current Is, the internal resistance Rs of the starter, the capacitor voltage Ve immediately before the start of the engine, and the starter drive energy Es from the time-dependent characteristics of the capacitor voltage Vc at that time. Then, the control circuit 29 holds the values of the starter maximum current Is, the starter internal resistance Rs, the capacitor voltage Ve immediately before engine start, and the starter drive energy Es held in the storage unit 200. Thereafter, the control circuit 29 ends the subroutine of FIG. 3 and returns to the main routine.
- the control circuit 29 charges the capacitor 15 next time using the starter maximum current Is, the starter internal resistance Rs, the capacitor voltage Ve immediately before the start of the engine, and the starter drive energy Es obtained as described above. By repeating such an operation, even if various parameters change during use of the vehicle, control circuit 29 can cope with it immediately and can determine capacitor charging voltage V1 with high accuracy. As a result, the starter 19 can be driven to extend the life of the capacitor 15.
- the starter 19 may be driven when the charging of the capacitor 15 is not completed. This may occur, for example, when the idling stop is started while the capacitor 15 is charging and the driver switches from the brake pedal to the accelerator pedal immediately thereafter.
- the main routine of the control circuit 29 immediately stops the charging of the capacitor 15. Then, since the capacitor 19 can not drive the starter 19 sufficiently, the control circuit 29 connects the second terminal 502 and the third terminal 503 of the switch 17 and drives the starter 19 with the power of the battery 11. This prevents the engine from being unable to restart after idling.
- capacitor voltage Vc may decrease due to self-discharge when the vehicle is not used, and power sufficient to perform the initial start of the engine may not be sufficiently stored in capacitor 15. Therefore, at the start of use of the vehicle, the control circuit 29 connects the second terminal 502 and the third terminal 503 of the switch 17 and drives the starter 19 with the power of the battery 11.
- the starter 19 may be driven by the capacitor 15.
- the capacitor 15 is charged to a voltage capable of driving the starter 19, ie, the capacitor charging voltage V1, based on the capacitor internal resistance R and the capacitor capacitance C reflecting the deteriorated state of the capacitor 15.
- the capacitor 15 is prevented from being charged with an unnecessarily high voltage for driving the starter 19. Therefore, the progress of the deterioration of the capacitor 15 is delayed. That is, the power supply device 10 for vehicles which can drive the starter 19 so that the lifetime of the capacitor 15 can be extended is realizable. Further, since the starter 19 can be prevented from being applied with an unnecessarily high voltage, the life of the starter 19 is also extended.
- the control circuit 29 charges the capacitor 15 after the start of the engine is completed by the driving of the starter 19. As a result, the capacitor 15 is charged with the power of the generator 31 driven by the engine.
- charging of the capacitor 15 is not limited when the generator 31 is operating, and may be any time while the starter 19 is stopped.
- the capacitor 15 may be charged when the generator 31 is stopped (when the driver opens the door of the vehicle during idling stop, when the door is unlocked, etc.).
- the capacitor 15 since the capacitor 15 is charged by the power of the battery 11, the load on the battery 11 is increased unless the battery 11 has a large capacity and is sufficiently charged. Therefore, it is preferable to charge the capacitor 15 with the power of the generator 31 as in the present embodiment.
- the capacitor charging voltage V1 is corrected by the temperature T.
- the capacitor charging voltage V1 corrected by the temperature correction coefficient falls within the error range as compared with that before the correction, You do not have to
- the values of the maximum starter current Is, the internal starter resistance Rs, the capacitor voltage Ve immediately before the start of the engine, and the starter drive energy Es are updated from the temporal characteristics of the capacitor voltage Vc in FIG.
- the predetermined values held in the storage unit 200 may be used as they are. In this case, since it is not necessary to obtain the waveform of FIG. 4, the load on the control circuit 29 is reduced.
- the capacitor voltage Ve and the starter drive energy Es may be set to predetermined values immediately before engine start.
- the capacitor charging voltage V1 can be obtained.
- an electric double layer capacitor is used as the capacitor 15.
- the present invention is not limited to this, and another large capacity capacitor such as an electrochemical capacitor may be used.
- the vehicle power supply device can drive the starter so as to extend the life of the capacitor, and is particularly useful as a vehicle power supply device mounted on a vehicle with an idling stop function.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
11 バッテリ
13 充電回路
15 キャパシタ
17 スイッチ
19 スタータ
21 温度センサ
23 電圧検出回路
25 電流検出回路
29 制御回路
31 発電機
200 記憶部
501 第1端子
502 第2端子
503 第3端子
Claims (8)
- エンジンと、前記エンジンを始動させるスタータとを有する車両に用いられ、
前記スタータの駆動を行う車両用電源装置であって、
バッテリと、
前記バッテリの正極に電気的に接続された充電回路と、
前記充電回路に電気的に接続された正極を有するキャパシタと、
前記キャパシタの前記正極に接続された第1端子と、前記バッテリの前記正極に接続された第2端子と、前記スタータに接続された第3端子とを有する3端子のスイッチと、
前記キャパシタに並列に接続され、キャパシタ電圧Vcを検出する電圧検出回路と、
前記充電回路と前記キャパシタの正極との間に接続され、キャパシタ充電電流Icを検出する電流検出回路と、
前記スタータを駆動するための電気エネルギであるスタータ駆動エネルギEsと、前記エンジンが始動して回転し始める直前のキャパシタ電圧であるエンジン始動直前キャパシタ電圧Veと、前記スタータの内部抵抗であるスタータ内部抵抗Rsと、前記スタータの回転開始に必要な電流であるスタータ最大電流Isの値を保持する記憶部と、
前記充電回路、前記スイッチ、前記スタータ、前記電圧検出回路、前記電流検出回路および前記記憶部に、電気的に接続された制御回路とを有し、
前記スイッチの前記第3端子は、前記第1端子または前記第2端子と接続可能であり、
前記制御回路は、前記スタータを駆動するために前記キャパシタを充電する際に、前記キャパシタ電圧Vcと、前記キャパシタ充電電流Icとからキャパシタ内部抵抗Rとキャパシタ容量Cを求め、
前記キャパシタ内部抵抗Rと、
前記キャパシタ容量Cと、
前記記憶部に保持されているスタータ駆動エネルギEsの値と、
前記記憶部に保持されているエンジン始動直前キャパシタ電圧Veの値と、
前記記憶部に保持されているスタータ内部抵抗Rsの値と、
前記記憶部に保持されているスタータ最大電流Isの値と、
に基いて決定されるキャパシタ充電電圧V1まで、前記キャパシタを充電するように、前記充電回路を制御する
車両用電源装置。 - 前記制御回路は、前記スイッチの前記第1端子と前記第3端子を接続し、前記スタータを駆動する際に、前記キャパシタ電圧Vcを経時的に測定し、測定された前記キャパシタ電圧Vcの波形から、前記エンジン始動直前キャパシタ電圧Ve、および前記スタータ駆動エネルギEsの値を更新し、前記記憶部に保持する
請求項1に記載の車両用電源装置。 - 前記制御回路と電気的に接続され、前記エンジンまたは前記スタータの温度を測定する温度センサをさらに有し、
前記制御回路は、前記温度センサで検出される温度に基づいて、前記キャパシタ充電電圧V1を補正する
請求項1に記載の車両用電源装置。 - 前記制御回路は、前記温度センサで検出される温度が低いほど、前記キャパシタ充電電圧V1を大きくする
請求項4に記載の車両用電源装置。 - 前記制御回路は、前記スイッチの前記第1端子と前記第3端子を接続し、前記スタータを駆動する際に、前記キャパシタ電圧Vcにおけるキャパシタ電圧降下幅ΔVdを求め、前記キャパシタ充電電圧V1、前記キャパシタ内部抵抗R、および前記キャパシタ電圧降下幅ΔVdに基いて、前記スタータ最大電流Is、および前記スタータ内部抵抗Rsの値を更新し、前記記憶部に保持する
請求項1に記載の車両用電源装置。 - 前記キャパシタの充電が未完了で前記スタータが駆動される場合、前記制御回路は、前記スイッチの前記第2端子と前記第3端子を接続し、前記バッテリの電力を前記スタータに送電する
請求項1に記載の車両用電源装置。
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CN201280040859.4A CN103765001A (zh) | 2011-08-24 | 2012-07-31 | 车辆用电源装置 |
EP12826097.3A EP2749763A1 (en) | 2011-08-24 | 2012-07-31 | Vehicle power source device |
US14/130,659 US20140132002A1 (en) | 2011-08-24 | 2012-07-31 | Vehicle power source device |
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EP2749763A1 (en) | 2014-07-02 |
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