WO2017051444A1 - 車両用電源制御方法、車両用電源制御装置 - Google Patents
車両用電源制御方法、車両用電源制御装置 Download PDFInfo
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- WO2017051444A1 WO2017051444A1 PCT/JP2015/004891 JP2015004891W WO2017051444A1 WO 2017051444 A1 WO2017051444 A1 WO 2017051444A1 JP 2015004891 W JP2015004891 W JP 2015004891W WO 2017051444 A1 WO2017051444 A1 WO 2017051444A1
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- Prior art keywords
- power supply
- battery
- supply circuit
- sub
- storage battery
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-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
- B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
- H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
Definitions
- the present invention relates to a vehicle power supply control method and a vehicle power supply control apparatus.
- a high-performance storage battery can be connected in parallel with a lead storage battery, and the high-performance storage battery is connected when a constant voltage is required from an electric load while the generator is generating power. Propose to do.
- An object of the present invention is to stably supply a required constant voltage.
- a power control method for a vehicle is used when a constant voltage is required for a power supply circuit to which a main storage battery is connected and an auxiliary storage battery having a lower internal resistance than the main storage battery can be connected. It is. At this time, depending on the required constant voltage, the maximum current that the generator can output to the power supply circuit, and the charge state of the secondary storage battery, the secondary storage battery is connected to the power supply circuit or disconnected from the power supply circuit. Switch what to do.
- the required constant voltage, the maximum current of the generator, and the charge state of the secondary storage battery are considered, and the secondary battery is switched between connection and disconnection. Can be supplied stably.
- 6 is a time chart showing an operation example 1; 10 is a time chart showing an operation example 2; 10 is a time chart showing Comparative Example 1. 10 is a time chart showing an operation example 3; 10 is a time chart showing an operation example 4;
- the idling stop is a function of automatically stopping the engine when the vehicle stops at an intersection or traffic jam, and restarting the vehicle when starting, and is also called no idling or idle reduction.
- FIG. 1 is a configuration diagram of an idling stop system.
- a controller ECU: Electronic Control Unit 11 executes idling stop in accordance with detection values from various sensors.
- the various sensors include, for example, a wheel speed sensor 12, a master back pressure sensor 13, an accelerator sensor 14, an acceleration sensor 15, an engine rotation sensor 16, a shift sensor 17, an idling stop OFF switch 18, and the like.
- the wheel speed sensor 12 detects wheel speeds VwFL to VwRR of each wheel.
- the wheel speed sensor 12 detects, for example, the magnetic lines of force of the sensor rotor by a detection circuit, converts a change in the magnetic field accompanying the rotation of the sensor rotor into a current signal, and outputs the current signal to the controller 11.
- the controller 11 determines the wheel speeds VwFL to VwRR from the input current signal.
- the master back pressure sensor 13 detects the pressure in the master back (brake booster) as the brake pedal depression force Pb.
- the master back pressure sensor 13 receives the pressure in the master back at the diaphragm portion, detects distortion generated in the piezoresistive element through the diaphragm portion as a change in electric resistance, and converts it into a voltage signal proportional to the pressure. Output to the controller 11.
- the controller 11 determines the pressure in the master back, that is, the brake pedal depression force Pb, from the input voltage signal.
- the accelerator sensor 14 detects a pedal opening PPO (operation position) corresponding to the amount of depression of the accelerator pedal.
- the accelerator sensor 14 is, for example, a potentiometer, and converts the pedal opening PPO of the accelerator pedal into a voltage signal and outputs the voltage signal to the controller 11.
- the controller 11 determines the pedal opening PPO of the accelerator pedal from the input voltage signal.
- the pedal opening PPO is 0% when the accelerator pedal is in the non-operating position, and the pedal opening PPO is 100% when the accelerator pedal is in the maximum operating position (stroke end).
- the acceleration sensor 15 detects the acceleration / deceleration in the vehicle longitudinal direction.
- the acceleration sensor 15 detects, for example, the displacement of the movable electrode relative to the fixed electrode as a change in capacitance, and converts it into a voltage signal proportional to the acceleration / deceleration and outputs it to the controller 11.
- the controller 11 determines the acceleration / deceleration from the input voltage signal.
- the controller 11 processes acceleration as a positive value and processes deceleration as a negative value.
- the engine speed sensor 16 detects the engine speed Ne.
- the engine rotation sensor 16 detects, for example, the magnetic field lines of the sensor rotor by a detection circuit, converts a change in the magnetic field accompanying the rotation of the sensor rotor into a current signal, and outputs the current signal to the controller 11.
- the controller 11 determines the engine speed Ne from the input current signal.
- the shift sensor 17 detects the shift position of the transmission.
- the shift sensor 17 includes a plurality of hall elements, for example, and outputs respective ON / OFF signals to the controller 11.
- the controller 11 determines the shift position from the input ON / OFF signal combination.
- An idling stop OFF switch (IS-OFF switch) 18 detects a canceling operation of the idling stop system.
- the idling stop OFF switch 18 is provided in the vicinity of the dashboard so that the driver can operate.
- the idling stop OFF switch 18 outputs a voltage signal corresponding to the cancel operation to the controller 11 via a detection circuit of a normally closed contact.
- the controller 11 determines whether or not to cancel the idling stop function from the input voltage signal.
- the controller 11 controls the stop and restart of the engine (ENG) 21 by performing fuel injection control via a fuel injector or performing ignition timing control via an ignition coil.
- cranking by the starter motor (SM) 22 is controlled.
- the starter motor 22 is constituted by, for example, a series commutator motor, and the engine 21 is cranked by transmitting torque by meshing the pinion gear of the output shaft with the ring gear of the engine 21.
- the starter motor 22 includes a solenoid that slides the pinion gear in the axial direction and advances and retracts between a protruding position that meshes with the ring gear of the engine 21 and a retracted position that does not mesh, a gear mechanism that decelerates the rotation of the rotating shaft, and the like. Prepare.
- the power of the engine 21 is transmitted to an alternator (ALT) 24 through a serpentine type V belt 23.
- the alternator 24 generates power using the power transmitted via the V-belt 23, and the generated power is supplied to a power circuit described later.
- the alternator 24 has a built-in regulator, and the generated voltage is controlled through this regulator.
- idling stop operation for example, when all the following permission conditions are satisfied, a standby state in which idling stop is permitted is set.
- ⁇ IS-OFF switch 88 is not operated (idling stop function is ON)
- -Battery charge state (SOC) is 70% or more, for example-Shift position is other than R range
- Vehicle speed V is 0km / h
- Accelerator pedal opening PPO is 0%
- the brake pedal depression force Pb is, for example, 0.8 MPa or more
- the road surface gradient is, for example, 14% or less
- the engine speed Ne is, for example, less than 1200 rpm
- the average value of the wheel speeds VwFL to VwRR is used here as the vehicle speed V.
- the road surface gradient is calculated according to the acceleration / deceleration.
- the road surface gradient is calculated as (vertical distance / horizontal distance) ⁇ 100, for example, 1 Hz low-pass filter processing is performed.
- the engine 21 is restarted when any of the following restart conditions is satisfied from the stopped state.
- Start steering operation when idling stops ⁇ Vehicle speed V is 2 km / h or more ⁇ Accelerator pedal opening PPO is 5% or more ⁇ Shift operation from P range to R range or D range ⁇ N range to R range or D Shift operation to range ⁇ Shift operation from D range to R range.
- PPO Accelerator pedal opening
- the controller 11 performs variable voltage control for controlling the power generation voltage of the alternator 24 within a range of, for example, 11.4 to 15.6V. That is, the target power generation voltage is calculated according to the running state of the vehicle and the state of charge of the battery, and the power generation voltage of the alternator 24 is controlled via the regulator according to the calculated target power generation voltage. For example, when the vehicle accelerates, the load on the engine 21 can be reduced and the fuel consumption can be reduced by lowering the power generation voltage of the alternator 24 than usual. When the voltage variable control is disabled, the alternator 24 performs normal power generation according to the characteristics of the regulator.
- FIG. 2 is a configuration diagram of the power supply circuit.
- the power supply circuit 31 is a circuit that supplies power to the starter motor 22 and other electrical loads 25, and includes a main battery 32, a sub-battery 33, and a relay 34. Note that the power supply circuit 31 is also supplying power to the controller 11.
- a lead storage battery is used for the main battery 32
- lead dioxide is used for the positive electrode
- sponge-like lead is used for the negative electrode
- dilute sulfuric acid is used for the electrolyte.
- the main battery 32 is charged by the generated power of the alternator 24, and the open circuit voltage in a fully charged state is 12.7V, for example.
- the sub-battery 33 is provided in order to prevent the power supply voltage of the vehicle from instantaneously decreasing due to a large current flowing through the starter motor 22 when the engine 21 is restarted from the idling stop.
- a lithium ion battery which is a kind of non-aqueous electrolyte secondary battery is used
- a lithium metal oxide is used for the positive electrode
- a carbon material such as graphite is used for the negative electrode.
- the sub-battery 33 is charged by the electric power generated by the alternator 24, and the open circuit voltage in the fully charged state is, for example, 13.1V.
- Lithium ion batteries are characterized by high energy density and charge / discharge energy efficiency compared to lead-acid batteries. Moreover, since a lithium ion battery is not accompanied by the dissolution and precipitation reaction of an electrode material during charge and discharge, a long life can be expected. On the other hand, if the lead storage battery has the same capacity, the cost is lower than that of the lithium ion battery, but the electrode deteriorates by discharging. Therefore, the lithium ion battery has better durability against repeated charge / discharge than the lead storage battery. Furthermore, lithium ion batteries have lower internal resistance than lead-acid batteries, and therefore higher charge / discharge performance.
- the relay 34 is a switch that switches whether the sub battery 33 is connected to the power supply circuit 31 or disconnected from the power supply circuit 31, and is controlled by the controller 11.
- the relay 34 is a normally open “a” contact, which disconnects the sub battery 33 from the power supply circuit 31 when the contact is open, and connects the sub battery 33 to the power supply circuit 31 when the contact is closed.
- the sub battery 33 is connected to the power circuit 31 and the power supplied from the alternator 24 is charged to the sub battery 33.
- the sub battery 33 is connected to the power supply circuit 31 to supply power to the starter motor 22.
- the sub-battery 33 is connected to the power supply circuit 31 or cut off as necessary.
- FIG. 3 is a flowchart showing the intermittent control process.
- step S101 it is determined whether or not there is an electrical load 25 that requests a constant high voltage (hereinafter referred to as a constant voltage) for the power supply circuit 31.
- Examples of the electrical load 25 that requires a constant voltage include a wiper and a high-pressure fuel pump.
- the process proceeds to step S102.
- the process returns to the predetermined main program as it is.
- step S102 a map for determining whether or not the sub battery 33 should be disconnected from the power supply circuit 31 is set.
- FIG. 4 is a map for determining whether or not to cut off the sub-battery.
- the horizontal axis represents the state of charge (SOC) of the sub-battery 33
- the vertical axis represents the current.
- a characteristic line L1 representing the maximum current I MAX that can be output by the alternator 24 is set.
- the characteristic line L1 is a straight line parallel to the horizontal axis, and is determined according to the engine speed, the usage status of the electrical load 25, the state of the main battery 32, and the like.
- a characteristic line L2 representing a charging current corresponding to a charging state when a constant voltage is applied is set.
- the characteristic line L2 is a straight line in which the charging current decreases as the charging state of the sub-battery 33 increases, and is determined according to a required constant voltage.
- the charging current is equal to or less than the maximum current I MAX , higher than the characteristic line L2, and the charging state of the sub battery 33 is higher than the characteristic line L2, the required constant voltage is achieved even when the sub battery 33 is connected. it can. Therefore, in the region surrounded by the characteristic line L1, the characteristic line L2, and the horizontal axis, it is determined that the sub battery 33 does not need to be disconnected from the power supply circuit 31 and is therefore connected to the power supply circuit 31.
- the charging state is lower than the maximum current I MAX, lower than the characteristic line L2, and the charging state of the sub battery 33 is higher than the characteristic line L2, the required constant voltage cannot be achieved when the sub battery 33 is connected. Therefore, it is determined that the sub battery 33 needs to be disconnected from the power supply circuit 31 in the region surrounded by the horizontal axis, the vertical axis, the characteristic line L1, and the characteristic line L2.
- step S103 it is determined whether or not the sub battery 33 needs to be disconnected from the power supply circuit 31.
- step S104 by opening the relay 34, the sub-battery 33 is disconnected from the power supply circuit 31 and returned to a predetermined main program.
- step S105 the sub battery 33 is connected to the power supply circuit 31 by closing the relay 34, and the process returns to a predetermined main program. The above is the intermittent control process.
- Some electrical loads 25 require a constant high voltage from the power supply circuit 31.
- a high-performance sub-battery 33 having a low internal resistance such as a lithium ion battery
- the apparent internal resistance is reduced, so that even if charging is performed with the same current, the terminal of the sub-battery 33 The voltage may drop. In this case, there is a possibility that the required constant voltage cannot be supplied.
- FIG. 5 is a diagram illustrating a decrease in terminal voltage.
- the internal resistance when the low-performance storage battery is connected is R1, and the internal resistance when the high-performance storage battery is connected is R2.
- the high-performance storage battery has a lower internal resistance than the low-performance storage battery and has a high acceptance performance during charging, and therefore has a relationship of R1> R2.
- the charging current is I
- step S101 determines whether a constant voltage is requested (determination in step S101 is “Yes”), how much current flows when the constant voltage is applied, how much current can be output by the alternator 24, and Consider how much power the sub-battery 33 absorbs. That is, a map for switching whether the sub battery 33 is connected or disconnected is set in consideration of the requested constant voltage, the maximum current I MAX of the alternator 24, and the charging state of the sub battery 33 ( Step S102).
- step S103 when the charging current is equal to or less than the maximum current I MAX and higher than the characteristic line L2, and the charging state of the sub battery 33 is higher than the characteristic line L2, a constant voltage is achieved even when the sub battery 33 is connected. It is determined that it is possible (the determination in step S103 is “No”). That is, when the charging state of the sub-battery 33 is sufficiently high, the terminal voltage is high, and the difference from the required constant voltage is small. Therefore, since it can be raised to a constant voltage within the range of the remaining capacity of the alternator 24, the sub battery 33 is connected to the power supply circuit 31 (step S105).
- step S103 when the charging state is equal to or less than the maximum current I MAX, lower than the characteristic line L2, and the charging state of the sub battery 33 is higher than the characteristic line L2, it is determined that a constant voltage cannot be achieved when the sub battery 33 is connected (step The determination in S103 is “Yes”). That is, when the charging state of the sub-battery 33 is low, the terminal voltage is also low, and the difference from the required constant voltage is large. Therefore, since the maximum current I MAX is reached before the alternator 24 increases the voltage to a certain voltage, the sub battery 33 is disconnected from the power supply circuit 31 (step S104). As a result, although the charge acceptance performance of the power supply circuit 31 is lowered, the apparent internal resistance is increased, so that the voltage drop of the power supply circuit 31 can be avoided and the required constant voltage can be achieved.
- the sub-battery 33 When the sub-battery 33 is connected to the power supply circuit 31 in a state where a constant voltage is required, it is required to keep the charging state of the sub-battery 33 within a certain range. ) And non-regenerative time (non-charging time), the above intermittent control is performed. In this way, the required constant voltage, the maximum current I MAX of the alternator 24, and the charging state of the sub-battery 33 are taken into account, and the switching of whether or not the sub-battery 33 is connected is thus requested. A constant voltage can be supplied stably.
- FIG. 6 is a time chart showing the first operation example.
- the operation state of the idling stop, the intermittent state of the sub-battery 33, the presence / absence of the regeneration request, the presence / absence of the constant voltage request, and the voltage are shown on the time axis.
- the voltage indicates the required constant voltage E N in a solid line shows the voltage E Sub of the sub-battery 33 by a dotted line.
- E Sub achieves a constant voltage E N. Therefore, it is not necessary to cut off the sub-battery 33, and it remains connected to the power supply circuit 31.
- a regeneration request is issued at time t11, it is determined whether or not the sub-battery 33 is shut off regardless of the presence or absence of the regeneration request.
- the idling stop is not activated.
- FIG. 7 is a time chart showing the second operation example.
- the operation state of the idling stop, the intermittent state of the sub-battery 33, the presence / absence of the regeneration request, the presence / absence of the constant voltage request, and the voltage are shown on the time axis.
- the voltage indicates the required constant voltage E N in a solid line shows the voltage E Sub of the sub-battery 33 by a dotted line.
- E Sub is lower than the predetermined voltage E N. In this case, the sub-battery 33 remains disconnected from the power supply circuit 31 because the alternator 24 cannot increase the voltage to a constant voltage.
- the voltage of the main battery 32 E Main (not shown), has achieved a constant voltage E N.
- a regeneration request is issued at time t12, it is determined whether or not the sub-battery 33 is shut off regardless of the presence or absence of the regeneration request.
- the idling stop is not activated.
- FIG. 8 is a time chart showing the first comparative example.
- the operation state of the idling stop, the intermittent state of the sub-battery 33, the presence / absence of the regeneration request, the presence / absence of the constant voltage request, and the voltage are shown on the time axis.
- the voltage indicates the required constant voltage E N in a solid line shows the voltage E Sub of the sub-battery 33 by a dotted line.
- the sub battery 33 is not sufficiently charged.
- there is the regeneration request at time t13 be connected to the sub-battery 33 by limiting the output performance of the alternator 24, it is impossible to raise the voltage E Sub to constant voltage E N.
- the idling stop is not operating.
- FIG. 9 is a time chart illustrating the third operation example.
- the operation state of the idling stop, the intermittent state of the sub-battery 33, the presence or absence of a constant voltage request, and the voltage are shown on the time axis.
- the voltage indicates the required constant voltage E N in a solid line shows the voltage E Sub of the sub-battery 33 by a dotted line.
- the engine 21 is stopped by idling stop. At this time, the discharge of the main battery 32 can be suppressed by connecting the sub battery 33 to the power supply circuit 31. Further, a constant voltage E N that required also decreases with stopping of the engine 21. Note that when the engine 21 is stopped, the alternator 24 is also stopped and the voltage cannot be increased. Therefore, if the DC / DC converter is not mounted, the voltage will be lower than that during traveling.
- Constant voltage E N indicates a case gradually increase required. For example, since the required output of the wiper increases as the vehicle speed increases, a high voltage is not required immediately. In such a case, it is not necessary to immediately shut off the sub-battery 33, and the voltage may be gradually increased while being connected to the power supply circuit 31. Thus, if the sub-battery 33 is connected by the operation of the idling stop, the driving of the relay 34 can be suppressed by maintaining the state as much as possible instead of disconnecting immediately. That is, it is advantageous in terms of durability by reducing the opening / closing operation of the relay 34 as much as possible.
- FIG. 10 is a time chart showing the fourth operation example.
- the operation state of the idling stop, the intermittent state of the sub-battery 33, the presence or absence of a constant voltage request, and the voltage are shown on the time axis.
- the voltage indicates the required constant voltage E N in a solid line shows the voltage E Sub of the sub-battery 33 by a dotted line.
- the engine 21 is stopped by idling stop at time t16, and the engine 21 is restarted at time t17.
- a constant voltage E N that required increases immediately.
- a high voltage fuel pump may immediately require a high voltage. In such a case, priority is given to supplying a constant voltage stably by immediately shutting off the sub-battery 33.
- the main battery 32 corresponds to a “main storage battery”.
- the sub battery 33 corresponds to the “sub storage battery”.
- the relay 34 corresponds to a “switch for a secondary storage battery”.
- the alternator 24 corresponds to a “generator”.
- the processing of steps S101 to S105 corresponds to “intermittent control unit”.
- the sub-battery 33 is disconnected from the power supply circuit 31 when a constant voltage is immediately requested.
- the sub-battery 33 is disconnected from the power supply circuit 31, so that the requested constant voltage can be stably supplied.
- the relay 34 switches whether the sub battery 33 is connected to the power supply circuit 31 or disconnected from the power supply circuit 31.
- blocking of the sub battery 33 can be switched easily and reliably.
- the vehicular power supply control device includes a main battery 32 connected to the power supply circuit 31, a sub-battery 33 having an internal resistance lower than that of the main battery 32 and connectable to the power supply circuit 31, And an alternator 24 for supplying the generated power to the power supply circuit 31.
- the sub battery 33 is powered according to the requested constant voltage, the maximum current that can be output by the alternator 24, and the charging state of the sub battery 33. Whether to connect to the circuit 31 or to shut off from the power supply circuit 31 is switched.
- the sub-battery 33 is switched between connection and disconnection in consideration of the requested constant voltage, the maximum current of the alternator, and the charging state of the sub-battery 33. It can be supplied stably.
- Controller 21 Engine 22 Starter Motor 24 Alternator 25 Electrical Load 31 Power Circuit 32 Main Battery 33 Sub Battery 34 Relay
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Control Of Charge By Means Of Generators (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Control Of Eletrric Generators (AREA)
Abstract
Description
本発明の課題は、要求された一定電圧を安定して供給することである。
《構成》
先ず、アイドリングストップシステムの概略について説明する。
アイドリングストップ(IS)とは、交差点や渋滞等で車両が停止した際に、エンジンを自動的に停止させ、且つ発進の際に再始動させる機能であり、ノー・アイドリングやアイドル・リダクションとも呼ばれる。
アイドリングストップシステムでは、コントローラ(ECU:Electronic Control Unit)11が各種センサからの検出値に応じて、アイドリングストップを実行する。各種センサには、例えば車輪速センサ12、マスタバック圧力センサ13、アクセルセンサ14、加速度センサ15、エンジン回転センサ16、シフトセンサ17、アイドリングストップOFFスイッチ18等が含まれる。
マスタバック圧力センサ13は、マスタバック(ブレーキブースタ)内の圧力をブレーキペダル踏力Pbとして検出する。このマスタバック圧力センサ13は、マスタバック内の圧力をダイヤフラム部で受け、このダイヤフラム部を介してピエゾ抵抗素子に生じる歪みを電気抵抗の変化として検出し、圧力に比例した電圧信号に変換してコントローラ11に出力する。コントローラ11は、入力された電圧信号からマスタバック内の圧力、つまりブレーキペダル踏力Pbを判断する。
エンジン回転センサ16は、エンジン回転数Neを検出する。このエンジン回転センサ16は、例えばセンサロータの磁力線を検出回路によって検出しており、センサロータの回転に伴う磁界の変化を電流信号に変換してコントローラ11に出力する。コントローラ11は、入力された電流信号からエンジン回転数Neを判断する。
アイドリングストップOFFスイッチ(IS-OFFスイッチ)18は、アイドリングストップシステムのキャンセル操作を検出する。このアイドリングストップOFFスイッチ18は、運転者が操作可能となるようにダッシュボード近傍に設けてあり、例えば常閉型接点の検出回路を介してキャンセル操作に応じた電圧信号をコントローラ11に出力する。コントローラ11は、入力された電圧信号からアイドリングストップ機能をキャンセルするか否かを判断する。
スタータモータ22は、例えば直巻整流子電動機からなり、出力軸のピニヨンギヤをエンジン21のリングギヤに噛合させてトルクを伝達することにより、エンジン21をクランキングする。スタータモータ22には、ピニヨンギヤを軸方向にスライドさせ、エンジン21のリングギヤに対して噛合する突出位置と噛合しない退避位置との間で進退させるソレノイドや、回転軸の回転を減速させる歯車機構等を備える。
エンジン21の動力は、サーペンタイン式のVベルト23を介してオルタネータ(ALT)24に伝達される。オルタネータ24は、Vベルト23を介して伝達された動力によって発電を行い、発電した電力は後述する電源回路へと供給される。オルタネータ24には、レギュレータが内蔵されており、このレギュレータを介して発電電圧が制御される。
アイドリングストップシステムでは、例えば下記の許可条件を全て満足するときに、アイドリングストップを許可するスタンバイ状態となる。
・IS-OFFスイッチ88が非操作状態(アイドリングストップ機能がON)
・バッテリの充電状態(SOC)が例えば70%以上
・シフトポジションがRレンジ以外
・車速Vが0km/h
・アクセルペダル開度PPOが0%
・ブレーキペダル踏力Pbが例えば0.8MPa以上
・路面勾配が例えば14%以下
・エンジン回転数Neが例えば1200rpm未満
ここでは、車輪速度VwFL~VwRRの平均値等を車速Vとして用いる。また、加減速度に応じて路面勾配を算出している。なお、路面勾配は(垂直距離/水平距離)×100として計算してあり、例えば1Hzのローパスフィルタ処理を行っている。
・アイドリングストップ時からステアリング操作を開始
・車速Vが例えば2km/h以上
・アクセルペダル開度PPOが例えば5%以上
・PレンジからRレンジ又はDレンジへのシフト操作
・NレンジからRレンジ又はDレンジへのシフト操作
・DレンジからRレンジへのシフト操作
上記がアイドリングストップの作動概要である。
図2は、電源回路の構成図である。
電源回路31は、スタータモータ22、及び他の電装負荷25に電力を供給する回路であり、メインバッテリ32と、サブバッテリ33と、リレー34と、を備える。なお、電源回路31は、コントローラ11にも電力を供給しているものとする。
メインバッテリ32には、例えば鉛蓄電池を使用しており、正極には二酸化鉛を用い、負極には海綿状の鉛を用い、電解液には希硫酸を用いている。メインバッテリ32は、オルタネータ24の発電電力によって充電され、満充電状態での開放電圧は例えば12.7Vである。
図3は、断続制御処理を示すフローチャートである。
先ずステップS101では、電源回路31に対して一定の高電圧(以下、一定電圧と称す)を要求している電装負荷25があるか否かを判定する。一定電圧を要求する電装負荷25には、例えばワイパーや高圧燃料ポンプ等がある。ここで、一定電圧が要求されているときにはステップS102に移行する。一方、一定電圧が要求されていないときには、そのまま所定のメインプログラムに復帰する。
図4は、サブバッテリを遮断するか否かを判断するためのマップである。
ここでは、横軸をサブバッテリ33の充電状態(SOC:State Of Charge)とし、縦軸を電流とする。先ず、オルタネータ24で出力可能な最大電流IMAXを表わす特性線L1を設定する。特性線L1は、横軸と平行な直線であり、エンジン回転数、電装負荷25の使用状況、メインバッテリ32の状態等に応じて求める。また、一定電圧を印加したときの充電状態に応じた充電電流を表わす特性線L2を設定する。特性線L2は、サブバッテリ33の充電状態が高いほど充電電流が小さくなる直線であり、要求される一定電圧に応じて求める。
ステップS104では、リレー34を開くことにより、サブバッテリ33を電源回路31から遮断し、所定のメインプログラムに復帰する。
ステップS105では、リレー34を閉じることにより、サブバッテリ33を電源回路31に接続し、所定のメインプログラムに復帰する。
上記が断続制御処理である。
次に、第1実施形態の作用について説明する。
電装負荷25のなかには、電源回路31に対して一定の高電圧を要求してくるものがある。このとき、リチウムイオンバッテリのように内部抵抗の低い、高性能のサブバッテリ33を接続すると、見かけ上の内部抵抗が減少することにより、同じ電流で充電しているとしても、サブバッテリ33の端子電圧が低下することがある。この場合、要求された一定電圧を供給できなくなる可能性がある。
低性能蓄電池を接続したときの内部抵抗をR1とし、高性能蓄電池を接続したときの内部抵抗をR2とする。高性能蓄電池は、低性能蓄電池に比べて内部抵抗が低く、充電時の受け入れ性能が高いため、R1>R2の関係となる。そして、充電電流をIとすると、低性能蓄電池の端子電圧は、開放電圧にE1=I×R1を加算した値となり、高性能蓄電池の端子電圧は、開放電圧にE2=I×R2を加算した値となる。したがって、高性能蓄電池を接続すると、低性能蓄電池を接続したときよりも、端子電圧が低下することになる。
このように、要求された一定電圧、オルタネータ24の最大電流IMAX、及びサブバッテリ33の充電状態を考慮したうえで、サブバッテリ33を接続するか、又は遮断するかを切り替えるので、要求された一定電圧を安定して供給することができる。
ここでは、アイドリングストップの作動状況、サブバッテリ33の断続状況、回生要求の有無、一定電圧要求の有無、及び電圧を、時間軸で示している。電圧においては、要求された一定電圧ENを実線で示し、サブバッテリ33の電圧ESubを点線で示す。
一定電圧の要求があるが、サブバッテリ33の充電状態が十分であるため、電圧ESubが一定電圧ENを達成している。したがって、サブバッテリ33を遮断する必要はなく、電源回路31に接続したままである。なお、時点t11で回生要求が出ているが、回生要求の有無に関わらず、サブバッテリ33を遮断するか否かを判断している。また、ここではアイドリングストップは作動していないものとする。
ここでは、アイドリングストップの作動状況、サブバッテリ33の断続状況、回生要求の有無、一定電圧要求の有無、及び電圧を、時間軸で示している。電圧においては、要求された一定電圧ENを実線で示し、サブバッテリ33の電圧ESubを点線で示す。
一定電圧の要求があるが、サブバッテリ33の充電状態が不十分であるため、電圧ESubは一定電圧ENよりも低い。この場合、オルタネータ24で一定電圧まで上昇させることができないため、サブバッテリ33を電源回路31から遮断したままである。これにより、メインバッテリ32の電圧EMain(図示省略)によって、一定電圧ENを達成している。なお、時点t12で回生要求が出ているが、回生要求の有無に関わらず、サブバッテリ33を遮断するか否かを判断している。また、ここではアイドリングストップは作動していないものとする。
ここでは、アイドリングストップの作動状況、サブバッテリ33の断続状況、回生要求の有無、一定電圧要求の有無、及び電圧を、時間軸で示している。電圧においては、要求された一定電圧ENを実線で示し、サブバッテリ33の電圧ESubを点線で示す。
一定電圧の要求があるが、サブバッテリ33の充電状態が不十分である。この状態で、時点t13で回生要求があり、サブバッテリ33を接続しても、オルタネータ24の出力性能の限界により、電圧ESubを一定電圧ENまで上昇させることができない。なお、ここではアイドリングストップは作動していないものとする。
アイドリングストップにより、エンジン21を停止している間は、メインバッテリ32の放電を抑制するために、サブバッテリ33を電源回路31に接続することが望ましい。
図9は、動作例3を示すタイムチャートである。
ここでは、アイドリングストップの作動状況、サブバッテリ33の断続状況、一定電圧要求の有無、及び電圧を、時間軸で示している。電圧においては、要求された一定電圧ENを実線で示し、サブバッテリ33の電圧ESubを点線で示す。
ここでは、アイドリングストップの作動状況、サブバッテリ33の断続状況、一定電圧要求の有無、及び電圧を、時間軸で示している。電圧においては、要求された一定電圧ENを実線で示し、サブバッテリ33の電圧ESubを点線で示す。
時点t16で、アイドリングストップによってエンジン21が停止し、時点t17で、エンジン21が再始動される。ここでは、要求される一定電圧ENが直ちに増加する場合を示している。例えば高圧燃料ポンプは、直ちに高電圧が要求されることがある。このような場合には、サブバッテリ33を直ちに遮断することで、一定電圧を安定して供給することを優先する。
第1実施形態では、リレー34が機械的な開閉器である場合について説明したが、これに限定されるものではない。例えば、MOSFET(Metal-Oxide-Semiconductor Field-Effect Transistor)を使用してもよい。この場合、MOSFETをスイッチング制御して、回路電圧を高くし、サブバッテリ33の充電電流を低くする状態を作り出すようにすれば、同様の作用効果を得ることができる。
メインバッテリ32が「主蓄電池」に対応する。サブバッテリ33が「副蓄電池」に対応する。リレー34が「副蓄電池用の開閉器」に対応する。オルタネータ24が「発電機」に対応する。ステップS101~S105の処理が「断続制御部」に対応する。
次に、第1実施形態における主要部の効果を記す。
(1)第1実施形態に係る車両用電源制御方法では、メインバッテリ32が接続され、且つメインバッテリ32よりも内部抵抗の低いサブバッテリ33を接続可能な電源回路31に対して、一定電圧を要求される。このときに、要求された一定電圧と、電源回路31に対してオルタネータ24が出力可能な最大電流と、サブバッテリ33の充電状態とに応じて、サブバッテリ33を電源回路31に接続するか、又は電源回路31から遮断するかを切り替える。
このように、要求された一定電圧、オルタネータの最大電流、及びサブバッテリ33の充電状態を考慮したうえで、サブバッテリ33を接続するか、又は遮断するかを切り替えるので、要求された一定電圧を安定して供給することができる。
このように、エンジン21が停止している間は、サブバッテリ33を電源回路31に接続することで、メインバッテリ32の放電を抑制することができる。
このように、一定電圧が直ちに要求されていないときには、サブバッテリ33を電源回路31に接続したままにするので、リレー34の開閉動作を減らし、耐久性を高めることができる。
このように、一定電圧が直ちに要求されているときには、サブバッテリ33を電源回路31から遮断するので、要求された一定電圧を安定して供給することができる。
このように、リレー34を用いることにより、サブバッテリ33の接続又は遮断を、容易に、且つ確実に切り替えることができる。
このように、要求された一定電圧、オルタネータの最大電流、及びサブバッテリ33の充電状態を考慮したうえで、サブバッテリ33を接続するか、又は遮断するかを切り替えるので、要求された一定電圧を安定して供給することができる。
21 エンジン
22 スタータモータ
24 オルタネータ
25 電装負荷
31 電源回路
32 メインバッテリ
33 サブバッテリ
34 リレー
Claims (6)
- 主蓄電池が接続され、且つ前記主蓄電池よりも内部抵抗の低い副蓄電池を接続可能な電源回路に対して、一定電圧を要求されたときに、
要求された一定電圧と、前記電源回路に対して発電機が出力可能な最大電流と、前記副蓄電池の充電状態とに応じて、前記副蓄電池を前記電源回路に接続するか、又は前記電源回路から遮断するかを切り替えることを特徴とする車両用電源制御方法。 - 車両状態に応じてエンジンを停止させるエンジン停止機能がある場合には、
前記エンジン停止機能によって前記エンジンが停止している間は、前記副蓄電池を前記電源回路に接続することを特徴とする請求項1に記載の車両用電源制御方法。 - 前記エンジンを再始動したときに、前記一定電圧が直ちに要求されていないときには、前記副蓄電池を前記電源回路に接続した状態を維持することを特徴とする請求項2に記載の車両用電源制御方法。
- 前記エンジンを再始動したときに、前記一定電圧が直ちに要求されているときには、前記副蓄電池を前記電源回路から遮断することを特徴とする請求項2又は3に記載の車両用電源制御方法。
- 前記副蓄電池を前記電源回路に接続するか、又は前記電源回路から遮断するかを、前記副蓄電池用の開閉器によって切り替えることを特徴とする請求項1~4の何れか一項に記載の車両用電源制御方法。
- 電源回路に接続された主蓄電池と、
前記主蓄電池よりも内部抵抗が低く、前記電源回路に接続可能な副蓄電池と、
発電した電力を前記電源回路に供給する発電機と、
前記電源回路に対して一定電圧を要求されたときに、要求された一定電圧と、前記発電機が出力可能な最大電流と、前記副蓄電池の充電状態とに応じて、前記副蓄電池を前記電源回路に接続するか、又は前記電源回路から遮断するかを切り替える断続制御部と、を備えることを特徴とする車両用電源制御装置。
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JP2019009910A (ja) * | 2017-06-26 | 2019-01-17 | 株式会社Subaru | 車両用電源装置 |
US10981467B2 (en) | 2017-06-26 | 2021-04-20 | Subaru Corporation | Vehicle power supply apparatus |
Also Published As
Publication number | Publication date |
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CN108136983A (zh) | 2018-06-08 |
CA2999812C (en) | 2021-05-04 |
MY190391A (en) | 2022-04-20 |
US20180265021A1 (en) | 2018-09-20 |
JP6481765B2 (ja) | 2019-03-20 |
EP3354521A4 (en) | 2018-08-22 |
KR102076432B1 (ko) | 2020-02-11 |
KR20180054697A (ko) | 2018-05-24 |
BR112018005987B1 (pt) | 2022-10-04 |
EP3354521B1 (en) | 2019-07-31 |
JPWO2017051444A1 (ja) | 2018-08-30 |
EP3354521A1 (en) | 2018-08-01 |
CN108136983B (zh) | 2021-08-03 |
MX2018003513A (es) | 2018-06-06 |
US10784697B2 (en) | 2020-09-22 |
CA2999812A1 (en) | 2017-03-30 |
BR112018005987A2 (ja) | 2018-10-23 |
RU2703363C1 (ru) | 2019-10-16 |
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