JP2011031870A - ハイブリット車両の可変電圧制御方法 - Google Patents
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Abstract
【解決手段】本発明は、モータの回転軸とエンジンの出力軸が連結可能であり、モータに供給される電力を貯蔵するメインバッテリと、メインバッテリの高電力を低電力に変換して補助バッテリおよび車両の電子装置に提供するLDC(低電圧DC/DCコンバータ)と、 車両の電子装置に電力を供給するための補助バッテリと、メインバッテリ、LDCおよび補助バッテリの電力を制御する電力制御手段とを含むハイブリット車両の可変電圧制御方法であって、電力制御手段は、ハイブリッド車両がアイドルストップ状態、定速走行状態、加速状態、減速状態のうちのどの状態であるかに応じ、車両の電子装置に供給される電圧を低電圧、低電圧より電圧の高い基準電圧、基準電圧より電圧の高い高電圧で可変制御することを特徴とする。
【選択図】図9
Description
先ず、ハイブリッドコントローラは、ハイブリッド車両において全般的な動作を総括制御する上位コントローラであり、下位コントローラであるモータコントローラと所定方式で通信して駆動源であるモータのトルクと速度および発電トルク量を制御し、補助動力源として電圧発電のための動力を発生するエンジンを制御するECUと通信してエンジン始動関連のリレー制御および故障診断を行う。
前記のような構成および動作に基づくハイブリッド車両は、究極的に燃費性能を高めて高効率の車両を実現し、排気性能を改善して環境に優しい車両を実現することに主な目的がある。
先ず、図2に示すように、本発明は、車両の運行状態に応じて車両の電子装置に供給される電圧を可変制御する。ハイブリッド車両は、その運行状態を、アイドルストップ状態、加速区間、定速区間、減速区間に分けることができる。アイドルストップ状態とは、車両が停止していて、エンジンも停止している状態をいい、加速区間とは、速度が増加する区間、定速区間とは速度が一定である区間、減速区間は速度が減少する区間をいう。
先ず、本発明にはLDCの発電制御が含まれる。LDCの発電制御とは、一般的に車両の負荷が発生すれば、発生した負荷だけ直ちにLDCの電力使用量として計算し、エンジンと連結されたモータを利用して発電する。発電されたエネルギはメインバッテリの充電に使われず、LDCを介して電装負荷に直ちに供給される。メインバッテリにおける充放電過程が省略され、充放電効率に応じたエネルギ損失を減らすことができる。このようなLDC発電制御はメインバッテリのSOCバランスを合わせるためにも使われるが、SOCが高い場合、LDC発電制御をオフにし、メインバッテリのエネルギだけを利用して電装負荷の電力消耗に対応するようになる。一方、既存発明では、加速時にエンジンに加えられるオルタネータの負荷によって燃費に悪影響を及ぼす。
一方、本発明では補助バッテリの状態を確認することができ、このために、車両電装負荷の大きい部品の信号を受け、予め計算された電力消耗量から現在車両の電力使用量を計算する。その後、LDCの現在電力使用量をモニタリングした値と比較して補助バッテリの状態を確認できるようになる。
先ず、図3、4により、アイドルストップ時の制御細部事項を説明する。先ず、アイドルストップ時にはエンジンが停止しているために充電が起こらない。その結果、補助バッテリだけで車両の電装負荷に対応するにはそのエネルギが充分ではないため、図3、4に示すように、メインバッテリ(高電圧バッテリ)もDC/DCコンバータを介して車両の電装負荷にエネルギを供給する。この時、補助バッテリ(12Vバッテリ)の放電を防ぐために、補助バッテリが放電しない最低電圧で制御することになる。一般的にここで言う最低電圧は12.8Vであるが、本発明はこれに限定されない。
一方、エアコンがオン状態で、ギアがPレンジまたはNレンジである場合には、基準電圧で制御し、ギア状態がそれ以外の場合には、送風量が最大である場合には低電圧、送風量が最大ではない場合には低電圧と基準電圧で交番制御する。これにより、全体制御において低電圧と基準電圧の制御が占める区間の比率を適切
に分配することができる。
ワイパー動作においても、電圧の変動によるワイパー動作の変動を防止するために常に基準電圧で制御する。しかし、ワイパー動作制御の場合にもヘッドランプ制御と同じように、一定部分では低電圧または高電圧が含まれる。
一方、エアコンの送風量が最大ではない場合には、低電圧と基準電圧で交番制御してエネルギ使用の効率を上げる(724)。
その他の場合には(725)、車両のギアがRレンジまたはLレンジである時(730)は基準電圧で制御し(732)、ギアがその他のレンジである時は電装負荷が特定値未満であるかを判断し(734)、電装負荷が小さい場合、減速条件であるかを判断し(736)、ブレーキオンまたはAPSオフである場合には基準電圧で(732)、APSオンである場合には低電圧で(738)制御する。
前記の方法を通じて現在のリソースだけで可変制御により燃費向上が可能である。また、補助バッテリの放電を防止しつつも電圧を可変して燃費を向上させることができ、様々な区間の可変制御が可能であり、アイドルストップ進入時にも、補助バッテリだけでなく、メインバッテリが電装負荷に対応するようになるため、ヘッドランプやワイパーの動作、その他の電装負荷対応に異常が発生しない。
Claims (5)
- モータの駆動力が車両の駆動輪に伝達可能である同時に、前記モータの回転軸とエンジンの出力軸が連結可能であり、前記モータに供給される電力を貯蔵するメインバッテリと、前記メインバッテリの高電力を低電力に変換して補助バッテリおよび車両の電子装置に提供するLDC(低電圧DC/DCコンバータ)と、 前記車両の電子装置に電力を供給するための前記補助バッテリと、前記メインバッテリ、前記LDCおよび前記補助バッテリの電力を制御する電力制御手段とを含むハイブリット車両の可変電圧制御方法であって、
前記電力制御手段は、前記ハイブリッド車両がアイドルストップ状態、定速走行状態、加速状態、減速状態のうちのどの状態であるかに応じ、前記車両の電子装置に供給される電圧を低電圧、前記低電圧より電圧の高い基準電圧、前記基準電圧より電圧の高い高電圧で可変制御することを特徴とするハイブリット車両の可変電圧制御方法。 - 前記車両の運行状態がアイドルストップ状態である場合には前記低電圧と前記基準電圧で交番制御し、
前記車両の運行状態が定速走行状態である場合には前記低電圧と前記基準電圧で交番制御し、
前記交番制御において制御時間を可変的に調節可能であり、
前記車両の運行状態が加速状態である場合には、前記車両の電子装置に要求される電力が特定値以下であれば前記低電圧で制御し、前記車両の電子装置に要求される電力が特定値超過であれば前記基準電圧で制御し、
前記車両の運行状態が減速状態である場合には前記高電圧で制御することを特徴とする請求項1に記載のハイブリット車両の可変電圧制御方法。 - エアコンがオン状態である場合において、
ギアがPレンジまたはNレンジである場合には前記基準電圧で制御し、
ギアがPレンジまたはNレンジではなく、送風量が最大である場合には前記低電圧で制御し、
ギアがPレンジまたはNレンジではなく、送風量が最大ではない場合には前記低電圧と前記基準電圧を交番するように制御することを特徴とする請求項1に記載のハイブリット車両の可変電圧制御方法。 - 前記車両のヘッドランプがオンになっているか前記車両のワイパーが動作する場合には前記基準電圧で制御することを特徴とする請求項1に記載のハイブリット車両の可変電圧制御方法。
- 前記車両の電子装置に電力を供給するために、前記メインバッテリの充電状態に応じて前記メインバッテリまたは前記補助バッテリを使用するか、前記メインバッテリまたは前記補助バッテリを使用することなく、前記モータから発電された電力を直ちに使用するか、前記メインバッテリを充電するための電力を直ちに使用することを特徴とする請求項1に記載のハイブリット車両の可変電圧制御方法。
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US8531053B2 (en) | 2013-09-10 |
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