KR101673791B1

KR101673791B1 - Method for controlling charge of alternator

Info

Publication number: KR101673791B1
Application number: KR1020150097681A
Authority: KR
Inventors: 김현
Original assignee: 현대자동차주식회사
Priority date: 2015-07-09
Filing date: 2015-07-09
Publication date: 2016-11-16

Abstract

More particularly, the present invention relates to a method for measuring an internal operating temperature of an alternator by LIN communication (Local Interconnect Network communication) and variably controlling an amount of generated electricity for entering the charging / discharging logic.

Description

[0001] The present invention relates to a method for controlling an alternator,

The present invention relates to a charge control logic, and more particularly, to a method for measuring an internal operating temperature of an alternator by LIN communication (Local Interconnect Network communication), and variably controlling an amount of generated electricity for entering charging logic.

Due to rising oil prices and environmental pollution, vehicle fuel economy is the most important issue and efforts are being made to improve fuel efficiency in a multifaceted way. One of these efforts is to set the target voltage of the alternator using the battery temperature, voltage, current, and battery charge state (SOC), increase the amount of power generation during deceleration and constant speed according to the target voltage, There is a charging / discharging compensation control logic system for controlling the alternator to reduce the amount of power generation at the time of back-up.

In other words, the charge / discharge compensation control logic determines that the battery charge rate is low when the alternator's power generation is high and lasts for a predetermined time, and increases the engine RPM (Revolution Per Minute) to accelerate battery charging.

That is, the actual generator amount and the duration of the alternator are monitored to enter the charge / discharge compensation control logic. In the case of the LIN (Local Interconnect Network) communication alternator specification, the generation amount of the alternator is not fixed, but the LIN communication alternator operates variable depending on the temperature through the internal semiconductor.

In this case, even if fast charging is required because the battery charging rate is low, if the alternator generates the actual alternator power at low temperature under the high temperature condition, the entry condition of the general charge / discharge control logic is not satisfied.

For example, in the case where full power generation is required, when the high-temperature self-protection logic of the alternator is operated and the actual power generation amount is lowered, the condition for entering the charge / discharge control logic is not satisfied because the alternator power generation amount is> 93% Logic does not work.

That is, under the high temperature operating condition, the alternator power generation amount> set value condition can not be satisfied.

1. Korean Patent Publication No. 10-2010-0055100 2. Korean Patent Publication No. 10-2010-0064067

The present invention has been proposed in order to solve the above problem, and it is an object of the present invention to provide an alternator charge control method capable of optimizing the battery charging performance of an alternator by charging / discharging control logic taking into account the characteristics of a LIN (Local Interconnect Network) communication alternator The purpose is to provide.

In order to achieve the above object, the present invention provides an alternator charge control method capable of optimizing the battery charging performance of the alternator with charge / discharge control logic taking into account the characteristics of a LIN (Local Interconnect Network) communication alternator.

The charging control method includes:

The regulator monitoring the internal operating temperature and generating amount of the alternator;

The engine controller acquiring the internal operating temperature and generation amount through wired communication with the regulator;

Determining whether the engine controller satisfies the first battery charge compensation logic condition or the second battery charge compensation logic condition using the internal operation temperature and the power generation amount; And

And performing or canceling the battery charge compensation logic according to the determination result by the engine controller.

In this case, the first battery charge compensation logic condition may be such that the power generation amount is greater than or equal to a preset first set value and lasts for a predetermined time or more.

Also, the second battery charge compensation condition may be such that the power generation amount is less than a preset first set value and lasts for a predetermined time or more.

Also, the wired communication may be LIN communication (Local Interconnect Network communication).

The first setting value may be a specific power generation amount corresponding to a predetermined temperature to be set in advance.

The battery charge compensation logic may be characterized in that the engine controller increases the RPM (Revolution Per Minute) of the engine to increase the amount of generated electricity of the alternator, thereby increasing the charging performance.

In addition, the alternator may be controlled by a variable power generation amount according to an internal operating temperature for self-protection.

According to the present invention, it is possible to optimize the battery charging performance of the alternator with charge / discharge control logic taking into account the characteristics of a LIN (Local Interconnect Network) communication alternator.

Further, as another effect of the present invention, the engine controller monitors the internal temperature of the alternator through the LIN communication, and performs the variable charge / discharge control logic according to the temperature of the alternator to prevent the charging failure problem of the LIN communication alternator in advance .

1 is a conceptual diagram of general power generation control.
2 is a structural block diagram of the vehicle 200 for general power generation control.
3 is a graph showing a characteristic curve in which the amount of generated electricity of the alternator is generally limited according to the temperature.
4 is a flowchart illustrating a charge-discharge control process according to another embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

Like reference numerals are used for similar elements in describing each drawing.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

For example, without departing from the scope of the present invention, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component. The term "and / or" includes any combination of a plurality of related listed items or any of a plurality of related listed items.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the meaning in the context of the relevant art and are to be construed as ideal or overly formal in meaning unless explicitly defined in the present application Should not.

Hereinafter, a method of controlling a charge of an alternator according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a conceptual diagram of general power generation control. Referring to FIG. 1, power generation control is a control technique for prohibiting power generation during acceleration and charging the battery through maximum power generation during deceleration.

In other words, at the time of acceleration, the generator is stopped to reduce the mechanical load applied to the vehicle, thereby improving the acceleration performance. On the other hand, when decelerating, by using the load torque generated in the alternator through the maximum power generation, the deceleration property is improved and the fuel economy of the vehicle is improved.

2 is a structural block diagram of the vehicle 200 for general power generation control. 2, the vehicle 200 includes an alternator 221 that performs power generation, a regulator 220 that monitors an internal operation temperature and / or an amount of generated electricity of the alternator 221, a regulator 220 that is connected to the regulator 220, An engine 211 that operates in accordance with the control of the engine controller 210 to increase the RPM and an engine 211 that is connected to the engine controller 210 by wire communication, An integrated controller 230 for displaying driving information, and the like.

The alternator 221 is driven by an engine 211 which is a power source of the vehicle. The alternator 221 is connected to the output shaft (crankshaft) of the engine 211 through a belt. Therefore, the output voltage from the engine 211 can be controlled to a desired voltage, and the voltage generated by the alternator is charged in the battery 240. [

The battery 240 is configured in series and / or parallel with battery cells, which can be high voltage batteries for electric vehicles such as nickel metal batteries, lithium ion batteries, and the like. Generally, a high-voltage battery is a battery used as a power source for moving an electric vehicle and refers to a high voltage of 100 V or more. However, it is not limited to this, and a low-voltage battery is also possible. Here, as an example of the electric vehicle, there is a HEV (Hybrid Electric Vehicle).

The regulator 220 generally includes a semiconductor temperature sensor for temperature measurement. The regulator 220 measures the internal operating temperature and controls the amount of electricity generated by the alternator 221 according to the temperature to limit the temperature of the alternator. In addition, when the temperature exceeds the operating limit, it has a function of inhibiting generation of electricity.

That is, if the power generation is continued beyond the operation limit of the alternator under the high temperature condition, the component failure and / or the durability life can be shortened.

Examples of the semiconductor temperature sensor include a diode temperature sensor, a transistor temperature sensor IC (Integrated Circuit) temperature sensor, and the like.

The engine controller 210 acquires the internal operating temperature and / or power generation amount, and determines whether the first battery charge compensation logic condition or the second battery charge compensation logic condition is satisfied using the internal operation temperature and / or the power generation amount Enables or disables battery charge compensation logic.

In this case, the first battery charge compensation logic condition may be such that the power generation amount is greater than or equal to a preset first set value and lasts for a predetermined time or more. Also, the second battery charge compensation condition may be such that the power generation amount is less than a preset first set value and lasts for a predetermined time or more. This is described in FIG. 4 and will be described later.

Particularly, the battery charge compensation logic is configured such that the engine controller 210 increases the RPM (Revolution Per Minute) of the engine 211 to increase the power generation amount of the alternator 221 to thereby increase the charging performance of the battery 240 it means.

2, the first set value (i.e., the specific power generation amount Threshold) is a specific power generation amount corresponding to a predetermined temperature to be set in advance. The table below shows the following.

Temperature (℃) 0 150 160 170 180 ... Threshold 93 93 90 85 80 ...

The wired communication between the regulator 220 and the engine controller 210 may be LIN communication (Local Interconnect Network communication). Generally, the wire communication between the regulator 220 and the engine controller 210 is made up of C-LINE and FR-LINE wires. The FR-LINE is a signal for sending the internal generator power state to the engine controller 210 in the regulator 220 and the C-LINE is a line for sending the power generation control function related signal from the engine controller 210 to the regulator 220. This is a system that delivers analog (PWM: Pulse Width Modulation) control values over wires.

However, the LIN communication line transmits and controls the digital value. When the engine controller 210 gives the target generation value as the LIN signal, the alternator generates power according to the signal.

In particular, the LIN communication alternator using the LIN communication line performs variable power generation control according to the internal operating temperature for self-protection.

3 is a graph showing a characteristic curve in which the amount of generated electricity of the alternator is generally limited according to the temperature. Referring to FIG. 3, if the engine controller 210 provides the target power generation value as the LIN signal, the alternator 221 generates power according to the signal. Under normal conditions, the alternator 221 follows the target generated value of the engine controller 210 and generates power. However, when the temperature inside the alternator rises and the protection is required, the regulator 220 inside the alternator recognizes this, The actual generation amount of the alternator 220 is limited in order to lower the internal temperature.

That is, FIG. 3 is a characteristic curve in which the amount of generated electricity of the alternator is limited according to the temperature. The alternator itself limits the Vset (alternator actual target generation voltage) value according to the temperature at high temperature condition.

4 is a flowchart illustrating a charge-discharge control process according to another embodiment of the present invention. 4, wired communication (i.e., LIN communication) is started between the engine controller 210 and the regulator 220, and the regulator 220 monitors the internal operating temperature and / or generation amount of the alternator 221 S410, S420, S430).

Thereafter, the engine controller 210 acquires the internal operating temperature and / or power generation amount through the wired communication with the regulator 220, and satisfies the first battery charge compensation logic condition using the acquired internal operating temperature and power generation amount (Steps S440 and S450).

Further, it is determined whether the amount of generated electricity of the alternator is equal to or greater than the set value in accordance with the internal operating temperature (S440). If it continues for a predetermined time or longer in step S450, battery charge compensation logic is performed (step S460). That is, the RPM of the engine 211 is increased to increase the amount of generated electricity of the alternator 221. Due to such an increase in the amount of power generation, the amount of charge charged in the battery 240 is increased to improve the charging performance.

Of course, if the condition is not satisfied in step S450 or S460, the process ends.

After the engine RPM increase step S460, it is determined whether the second battery charge compensation logic condition is satisfied using the acquired internal operation temperature and power generation amount (steps S470 and S480).

In operation S470, it is determined whether the amount of electricity generated by the alternator is lower than a predetermined value in accordance with the internal operating temperature. If it continues for a predetermined time or longer in step S480, the battery charge compensation logic is released (step S490).

Otherwise, if the condition is not satisfied in step S740 or S480, the battery charging compensation logic is continuously performed. That is, steps S460 to S480 are repeated.

200: vehicle
210: engine controller
211: engine
220: Regulator
221: Alternator
230: Integrated controller
240: Battery

Claims

The regulator monitoring the internal operating temperature and generating amount of the alternator;
The engine controller acquiring the internal operating temperature and generation amount through wired communication with the regulator;
Determining whether the engine controller satisfies the first battery charge compensation logic condition or the second battery charge compensation logic condition using the internal operation temperature and the power generation amount; And
And the engine controller performing or canceling battery charge compensation logic according to a determination result,
Wherein the first battery charge compensation logic condition is characterized in that the power generation amount is greater than or equal to a preset first set value,
Wherein the second battery charge compensation logic condition is such that the power generation amount is less than a preset first set value and lasts for a predetermined time or more,
The first set value is a specific power generation amount corresponding to a predetermined temperature set in advance,
Wherein the battery charge compensation logic increases the RPM (Revolution Per Minute) of the engine by the engine controller, thereby increasing the amount of power generated by the alternator, thereby increasing the charging performance of the alternator.

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The method according to claim 1,
Wherein the wired communication is LIN communication (Local Interconnect Network communication).

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The method according to claim 1,
Wherein the alternator is controlled by a variable power generation amount according to an internal operating temperature for self-protection.