Power generation margin determination system, control method, and power control device for vehicle

Abstract

A vehicle includes an electrical load, a generator, a battery, and a controller configured to control operation of the generator based on a state of charge of the battery, identify a generation margin rate representing a ratio of power that the generator is able to additionally output to maximum power that the generator is able to output based on a duty cycle of an input voltage applied to the generator, and reduce power consumption of the electrical load based on a comparison between the generation margin rate and a target margin. The vehicle is able to prevent or minimize a voltage drop phenomenon of the generator by utilizing a generation margin of the generator.

Description

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Korean Patent Application No. 10-2020-0117570, filed on September 14, 2020, with the Korean Intellectual Property Office, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This disclosure relates to a vehicle and a control method thereof, and more specifically, to a vehicle capable of determining the power generation margin of a generator, a control method for the vehicle, and an electrical control device. Background Technology

[0004] Generally, a vehicle refers to a means of transportation that uses fossil fuels, electricity, or other power sources to travel on roads or tracks. For example, a vehicle can be driven using the power generated by an engine.

[0005] This vehicle includes various electrical devices to protect and facilitate the driver. It also includes batteries that supply power to the electrical devices, as well as a generator that can supply power to the electrical devices and charge the batteries.

[0006] The generator is powered by the vehicle's engine and can generate electricity. The electricity generated by the generator can be supplied to the battery and various electrical components of the vehicle. The electricity consumed by the various electrical components located in the vehicle can be supplied from the generator and battery.

[0007] However, if a vehicle's electrical components consume a large amount of power in a short period of time, a voltage drop may occur, causing a rapid decrease in the voltage supplied to these components. This voltage drop can lead to initialization or malfunction of the vehicle's electrical components, potentially resulting in a vehicle accident.

[0008] The information included in this background section is intended only to enhance the understanding of the general background of this disclosure and should not be construed as an admission or any form of implication that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0009] For the reasons mentioned above, one aspect of this disclosure provides a vehicle, a control method for the vehicle, and an electrical control device that can prevent or minimize voltage drop in the generator.

[0010] One aspect of this disclosure provides a vehicle, a control method for the vehicle, and an electrical control device, which enables the vehicle to control the operating power of the vehicle's electrical load and the charging / discharging power of the battery through the power generation margin of the generator.

[0011] According to one aspect of this disclosure, a vehicle includes: an electrical load; a generator; a battery; and a controller configured to control the operation of the generator based on the battery's charging rate, identify a power generation margin rate representing the ratio of additional power that the generator can output to the maximum power that the generator can output based on the duty cycle of the input voltage applied to the generator, and reduce the power consumption of the electrical load based on a comparison between the power generation margin rate and a target margin.

[0012] The controller can be configured to set a target margin based on at least one of the following: battery charging rate, vehicle driving status, type of electrical load, and duty cycle of input voltage.

[0013] The controller can be configured to set the target margin based on the sum of a first target margin based on the battery charging rate, a second target margin based on the vehicle's driving state, a third target margin based on the type of electrical load, and a fourth target margin based on the duty cycle of the input voltage.

[0014] The controller can be configured to increase the target margin based on the decrease in the battery's charging rate.

[0015] The controller can be configured to increase the target margin based on the vehicle's acceleration.

[0016] The controller can be configured to increase the target margin based on the operation of at least one of the vehicle's headlights, air conditioning blower fan, and windshield wipers.

[0017] The controller can be configured to increase the target margin by increasing the duty cycle above a threshold during the first time period based on the input voltage.

[0018] According to another aspect of this disclosure, a method for controlling a vehicle is provided, the vehicle including an electrical load, a generator, and a battery, the method comprising: controlling the operation of the generator based on the battery's charging rate; identifying a power generation margin rate based on the duty cycle of an input voltage applied to the generator, representing the ratio of additional power that the generator can output to the maximum power that the generator can output; and reducing the power consumption of the electrical load based on a comparison between the power generation margin rate and a target margin.

[0019] The target margin can be set based on at least one of the following: battery charging rate, vehicle driving status, type of electrical load, and duty cycle of input voltage.

[0020] The target margin can be set based on the sum of a first target margin based on the battery charging rate, a second target margin based on the vehicle's driving state, a third target margin based on the type of electrical load, and a fourth target margin based on the duty cycle of the input voltage.

[0021] The target margin can be increased based on the decrease in the battery's charging rate.

[0022] The target margin can be increased based on the vehicle's acceleration.

[0023] The target margin can be increased based on the operation of at least one of the vehicle's headlights, air conditioning blower fan, and windshield wipers.

[0024] The target margin can be increased by increasing the duty cycle of the input voltage above the threshold during the first time period.

[0025] According to another aspect of this disclosure, an electrical control device installed in a vehicle is provided, the vehicle including an electrical load, a generator, a battery, and a battery sensor. The electrical control device includes: a transceiver configured to communicate with the electrical load and the battery sensor; and a controller configured to control the operation of the generator based on the charge rate of the battery received from the battery sensor, and the controller is configured to identify a generation margin rate representing the ratio of additional power that the generator can output to the maximum power that the generator can output based on the duty cycle of the input voltage applied to the generator, and to control the transceiver to transmit a message for reducing the power consumption of the electrical load based on a comparison between the generation margin rate and a target margin. Attached Figure Description

[0026] These and / or other aspects of this disclosure will become apparent and more readily understood from the following description of embodiments taken in conjunction with the accompanying drawings, wherein:

[0027] Figure 1 The electric power management of a vehicle according to an embodiment of the present disclosure is illustrated.

[0028] Figure 2 The structure of a generator included in a vehicle according to an embodiment of the present disclosure is shown.

[0029] Figure 3 The circuitry of a generator included in a vehicle according to an embodiment of the present disclosure is shown.

[0030] Figure 4 This is a diagram illustrating the variation of the output current of the generator included in a vehicle according to an embodiment of the present disclosure, in terms of voltage command and rotational speed.

[0031] Figure 5 The diagram illustrates the variation of excitation current and rotational speed of the output current of a generator included in a vehicle according to an embodiment of the present disclosure.

[0032] Figure 6 The power generation margin of a generator included in a vehicle according to an embodiment of the present disclosure is shown.

[0033] Figure 7 The operation of a vehicle according to an embodiment of the present disclosure is shown.

[0034] Figure 8 , Figure 9 , Figure 10 and Figure 11 An example is shown illustrating the setting of the target margin of a generator included in a vehicle according to an embodiment of the present disclosure.

[0035] Figure 12 An example of a vehicle's power limitation level is shown according to an embodiment of this disclosure. Detailed Implementation

[0036] The operating principles and embodiments of this disclosure will be described below with reference to the accompanying drawings.

[0037] Figure 1 The electric power management of a vehicle according to an embodiment of the present disclosure is illustrated. Figure 2 The structure of a generator included in a vehicle according to an embodiment of the present disclosure is shown. Figure 3 The circuitry of a generator included in a vehicle according to an embodiment of the present disclosure is shown. Figure 4 This is a diagram illustrating the variation of the output current of the generator included in a vehicle according to an embodiment of the present disclosure, in terms of voltage command and rotational speed. Figure 5 The diagram illustrates the variation of excitation current and rotational speed of the output current of a generator included in a vehicle according to an embodiment of the present disclosure. Figure 6 The power generation margin of a generator included in a vehicle according to an embodiment of the present disclosure is shown.

[0038] The vehicle 1 according to this disclosure may include: a body that forms the appearance of the vehicle 1 and accommodates the driver and / or luggage; a chassis that includes components of the vehicle 1 other than the body; and electrical equipment that protects the driver and provides convenience for the driver.

[0039] Reference Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 Vehicle 1 may include an engine management system (EMS) 10, a starter motor 13, an engine 11, a generator 12, a battery 20, a battery sensor 21, electrical loads 30, and an electrical control unit 100. These electrical devices can communicate with each other via a vehicle communication network (NT). For example, the electrical devices can send and receive data via Ethernet, System Transmission for Media (MOST), Flexray, Controller Area Network (CAN), and Local Interconnect Network (LIN).

[0040] The engine management system 10 can control and manage the engine 11 in response to acceleration commands from the driver via the accelerator pedal. For example, the engine management system 10 can perform engine torque control, fuel economy control, and / or engine fault diagnosis. The engine management system 10 can control the generator 12 that generates electricity from the rotation of the engine 11.

[0041] Engine 11 generates power by utilizing the explosive combustion of fuel, and the power of engine 11 can be transmitted to the wheels. In this case, some of the rotational power generated by engine 11 can be supplied to generator 12, and generator 12 can generate electricity from the power of engine 11. A portion of the electricity generated by generator 12 is supplied to the electrical equipment of vehicle 1, and another portion of the electricity generated by generator 12 can be stored in battery 20 of vehicle 1.

[0042] The generator 12 is directly connected to the power control unit 100 or connected to the power control unit 100 via a vehicle communication network (NT), and can generate electrical energy, i.e., power, in response to a power generation control signal from the power control unit 100.

[0043] like Figure 2 As shown, the generator 12 includes a rotor 15 that rotates together with the rotating shaft of the engine 11 and a stator 16 fixed to the vehicle body.

[0044] The rotor 15 includes a rotor coil 15a and a pair of clamp-shaped pole shoes 15d. The pair of pole shoes 15d can be arranged crosswise around the rotor coil 15a. Excitation current is supplied to the rotor coil 15a through brushes 15c and slip rings 15b, and when the excitation current is supplied to the rotor coil 15a, the pair of pole shoes 15d can be magnetized into N poles and S poles, respectively. Because the pair of pole shoes 15d are arranged crosswise, N poles and S poles can be alternately generated around the rotor 15 in the circumferential direction. In addition, due to the alternately generated N poles and S poles in the circumferential direction of the rotor 15, a rotating magnetic field can be formed while the rotor 15 rotates.

[0045] The stator 16 includes stator coils 16a. A current is induced in the stator coils 16a due to the rotating magnetic field generated as the rotor 15 rotates. The stator 16 can supply current to the battery 20 or electrical components of the vehicle 1 through the induced current in the stator coils 16a. In other words, the generator 12 can supply electricity to the battery 20 or electrical components.

[0046] The output voltage and output current of stator coil 16a are supplied to rectifier 18. The output voltage from stator coil 16a is an AC voltage whose direction and magnitude change with time, and the output current is also an AC current.

[0047] Rectifier 18 can rectify the AC voltage and AC current output from stator coil 16a. For example, as Figure 3 As shown, rectifier 18 may include a diode bridge and a DC link capacitor, the diode bridge comprising multiple diodes. The DC link capacitor can stabilize the current and voltage rectified by the diode bridge. Thus, the AC voltage and AC current output from stator coil 16a can be converted into DC voltage and DC current by rectifier 18.

[0048] The DC voltage and DC current converted by rectifier 18 are provided to second voltage regulator 19. Second voltage regulator 19 can adjust or convert the output voltage of generator 12 into voltage commands through engine management system 10 (or power control device).

[0049] The magnitude of the DC current (or power) output from generator 12 can depend on the rotational speed of rotor 15 and the strength of the magnetic field generated by rotor 15. As the rotational speed of rotor 15 increases, the output current output from generator 12 increases, and as the magnetic field of rotor 15 strengthens, the output current output from generator 12 can also increase.

[0050] At this time, the strength of the magnetic field generated by rotor 15 can depend on the excitation current flowing through rotor coil 15a. Therefore, the output current output from stator coil 16a can depend on the excitation current flowing through rotor coil 15a.

[0051] like Figure 3 As shown, the excitation current supplied to the rotor coil 15a can be controlled by the first voltage regulator 17.

[0052] The first voltage regulator 17 can apply a pulse voltage (square wave voltage) to the rotor coil 15a, and the magnitude of the excitation current flowing through the rotor coil 15a can depend on the duty cycle of the pulse voltage (square wave voltage). For example, as the duty cycle of the output voltage of the first voltage regulator 17 increases, the magnitude of the excitation current flowing through the rotor coil 15a can also increase approximately linearly.

[0053] The first voltage regulator 17 can control the magnitude of the excitation current supplied to the rotor coil 15a of the generator 12 in response to control commands from the engine management system 10 (or the power control device). In other words, the first voltage regulator 17 can control the duty cycle of the voltage applied to the rotor coil 15a in response to control commands from the engine management system 10 (or the power control device).

[0054] For example, such as Figure 3As shown, the first voltage regulator 17 can obtain a voltage command from the engine management system 10 and obtain the output voltage (DC voltage) output from the output terminal of the generator 12. The first voltage regulator 17 can receive feedback from the output voltage of the generator 12 and compare the output voltage of the generator 12 with the voltage command.

[0055] The first voltage regulator 17 can control the duty cycle of the voltage applied to the rotor coil 15a based on a comparison between the output voltage of the generator 12 and the voltage command. For example, the first voltage regulator 17 can decrease the duty cycle of the input voltage based on the output voltage of the generator 12 being greater than or equal to the voltage command, and can increase the duty cycle of the input voltage based on the output voltage of the generator 12 being less than the voltage command.

[0056] As described above, the output voltage of the generator 12 depends on the voltage command of the engine management system 10 (or the power control device), and the output current (or output power) of the generator 12 can depend on the excitation current supplied to the generator 12 and the rotational speed of the generator 12.

[0057] When the excitation current supplied to generator 12 is constant (e.g., when the excitation current is at its maximum), the output current of generator 12 is determined according to the voltage command from engine management system 10 and the rotational speed of generator 12. Figure 4 As shown.

[0058] like Figure 4 As shown, when the voltage command of the engine management system 10 is constant, the output current of the generator 12 can increase logarithmically as the speed of the generator 12 increases. Furthermore, when the speed of the generator 12 is constant, the output current of the generator 12 can increase as the voltage command of the engine management system 10 increases.

[0059] Furthermore, when the voltage command of the engine management system 10 is constant (when the generator output voltage is constant), the output current of the generator 12 is determined based on the excitation current of the generator 12 and the generator speed, as follows: Figure 5 As shown.

[0060] like Figure 5 As shown, when the excitation current of generator 12 is constant, the output current of generator 12 can increase logarithmically as the speed of generator 12 increases. Furthermore, when the speed of generator 12 is constant, the output current of generator 12 can increase as the excitation current of generator 12 increases.

[0061] Thus, by increasing or decreasing the excitation current, the output current of generator 12, that is, the output power of generator 12, can vary greatly from 0 [A] to 150 [A].

[0062] The starter motor 13 can provide power to the engine 11 to start the engine 11 when the engine 11 is stopped. The starter motor 13 can receive power from the battery 20. Since the starter motor 13 consumes a large amount of power to start the engine 11, the charge rate of the battery 20 can be maintained at a level above a certain level (e.g., a charge rate of about 30% or more) for the operation of the starter motor 13.

[0063] Battery 20 stores electrical energy generated from the engine and can supply power to various electrical devices included in vehicle 1. While vehicle 1 is in motion, generator 12 converts the rotational energy of the engine into electrical energy, and battery 20 can receive and store electrical energy from generator 12. When the power consumed by electrical devices during vehicle 1 operation exceeds the power generated by generator 12, battery 20 can supply power to electrical load 30. Additionally, when engine 11 is stopped and the vehicle is stationary, battery 20 can supply power to electrical load 30.

[0064] Battery sensor 21 can detect the output of battery 20 (output voltage, output current, etc.). Battery sensor 21 can generate battery data based on the output voltage, output current, and temperature of battery 20.

[0065] For example, battery sensor 21 can determine the charge rate of battery 20 based on the output voltage, output current, and temperature of battery 20. The charge rate of battery 20 represents the degree of electrical energy stored in battery 20. The charge rate typically has a value from 0 to 100% and can represent the degree of charging of battery 20 between a fully discharged state (0%) and a fully charged state (100%). The charge rate of battery 20 can be calculated based on the open-circuit voltage (OCV) of battery 20 and the input / output current of battery 20.

[0066] In this way, the battery sensor 21 can provide battery data such as the charge rate of the battery 20, the aging degree of the battery 20, and the temperature of the battery 20 to the power control device 100.

[0067] Electrical load 30 may include a first electrical load 31 for driving / braking / steering vehicle 1 by consuming power supplied from battery 20 or generator 12 and a second electrical load 32 for providing convenience to the driver of vehicle 1.

[0068] The first electrical load 31 may include, for example, an engine management system (EMS), a transmission control unit (TCU), an electronic brake control module (EBCM), and an electric power steering system (MDPS).

[0069] The second electrical load 32 may include, for example, a body control module (BCM), audio equipment, air conditioning equipment (heating / ventilation / air conditioning, HVAC), navigation equipment, power seats and seat heaters, and headlights.

[0070] The power control unit 100 can obtain battery data through the battery sensor 21 and control the power generated by the generator 12 based on the battery data. For example, the power control unit 100 can control the engine management system 10 to control the excitation current of the generator 12 (or the duty cycle of the generator's input voltage). The power control unit 100 can directly control the generator 12 via hardwired connection or indirectly control the generator 12 via a vehicle communication network (NT).

[0071] The power control device 100 may include a transceiver 130, a storage device 120, and a controller 110.

[0072] The transceiver 130 may include: a CAN transceiver that receives communication signals from other electrical devices of the vehicle 1 via a vehicle communication network (NT) and transmits communication signals to other electrical devices of the vehicle 1; and a communication controller that controls the operation of the CAN transceiver.

[0073] The CAN transceiver can receive battery data from the battery sensor 21 via the vehicle communication network (NT) and provide the battery data to the controller 110. It can also receive power generation control messages from the controller 110 to increase or decrease the power generation of the generator 12 and send the power generation control messages to the generator 12 via the vehicle communication network (NT).

[0074] In this way, the power control device 100 communicates with electrical equipment such as generator 12, battery sensor 21, engine management system 10, first electrical load 31 and second electrical load 32 via transceiver 130.

[0075] The storage device 120 may include: a storage medium for storing control data for controlling the power control device 100; and a storage controller for controlling the storage, deletion, loading, etc. of the data stored in the storage medium.

[0076] The storage medium may include semiconductor device drivers (solid-state drives, SSDs), disk drives (hard disk drives, HDDs), etc., and may store various types of data for managing the charging rate of the battery 20.

[0077] Additionally, the storage medium can store data related to the operation of generator 12. For example, the storage medium can store data such as... Figure 4 and Figure 5The table shown includes the voltage command, speed, and excitation current of generator 12, as well as the output current of generator 12 based on the voltage command, speed, and excitation current of generator 12.

[0078] The storage controller can store data in the storage medium according to the storage signal of the controller 110, and can output the data stored in the storage medium to the controller 110 according to the load signal of the controller 110.

[0079] The controller 110 may include: a memory for storing control programs and / or control data for controlling the power control device 100; and a processor for generating control signals based on the control programs and control data stored in the memory.

[0080] The memory can provide programs and / or data to the processor according to the processor's memory control signals. For example, the memory can temporarily store communication data received through transceiver 130 and / or stored data stored in storage device 120.

[0081] Memory may include volatile memory such as static random access memory (S-RAM) and dynamic random access memory (D-RAM), as well as non-volatile memory such as read-only memory (ROM), erasable programmable read-only memory (EPROM), and electrically erasable programmable read-only memory (EEPROM).

[0082] The processor can process data according to a program provided from memory and generate control signals based on the processing results. For example, the processor can process communication data received through transceiver 130 and / or stored data stored in storage device 120, and output power generation control signals for controlling the power generation operation of generator 12.

[0083] A processor can include various logic and arithmetic circuits. The processor and memory can be implemented as a single chip or as separate chips.

[0084] The controller 110 can control the power generation operation of the generator 12 based on battery data such as the charge rate (SoC) and aging period (SoH) of the battery 20. For example, when the charge rate (SoC) of the battery 20 is less than a reference value, the controller 110 can output a power generation control signal to increase the duty cycle of the input voltage of the generator 12, thereby increasing the output current of the generator 12. Conversely, when the charge rate (SoC) of the battery 20 is greater than the reference value, the controller 110 can output a power generation control signal to decrease the duty cycle of the input voltage of the generator 12, thereby decreasing the output current of the generator 12.

[0085] At this time, the output voltage of the generator 12 depends on the voltage command, and the voltage command may depend on the charge rate (SoC) of the battery 20 used to charge and discharge the battery 20. In addition, the output current (or output power) of the generator 12 depends on the excitation current supplied to the generator 12 and the rotational speed of the generator 12, and the rotational speed of the generator 12 may depend on the rotational speed of the engine 11, which depends on the driver's acceleration and / or deceleration intentions.

[0086] Therefore, the controller 110 can control the first voltage regulator 17 to adjust the excitation current of the generator 12, i.e. the duty cycle of the input voltage of the generator 12, so as to control the output current of the generator 12.

[0087] The output power (or output current) provided by generator 12 to battery 20 and electrical load 30 can vary according to the duty cycle of the input voltage of generator 12.

[0088] For example, generator 12 can output a portion of the maximum supplyable current based on the duty cycle of the input voltage. Figure 6 As shown, the supply current that generator 12 provides to battery 20 and electrical load 30 is a portion of the maximum output current (i.e., output power) that it can output. In other words, generator 12 can supply additional power to battery 20 and electrical load 30, and this margin is referred to as "generator margin".

[0089] Here, "power generation margin" refers to the difference between the maximum output current that generator 12 can output at the engine speed 11 determined by the driver and the current output current that generator 12 currently supplies to battery 20 and electrical load 30. In other words, "power generation margin" can refer to the additional power or current that generator 12 can supply to battery 20 and electrical load 30. Thus, power generation margin can be inversely proportional to the output current of generator 12.

[0090] In addition, the increased power generation margin leads to a decrease in the drive torque of the generator 12, and the torque loss of the engine 11 can be reduced. This can improve the fuel economy of the engine 11.

[0091] The controller 110 can control the generator 12 to ensure a "power generation margin" above a certain level in order to stably supply power (or current) to the battery 20 and the electrical load 30.

[0092] For example, when the electric power steering system (MDPS) consumes a large amount of power in a short period of time, the voltage output from the generator 12 and the battery 20 will drop rapidly due to the internal resistance of the generator 12 (hereinafter referred to as "voltage drop"). This voltage drop can cause the electrical load 30 to initialize or malfunction.

[0093] Additionally, if the charge rate (SoC) of battery 20 is low, the electrical load 30 becomes more susceptible to rapid power consumption due to the increased ratio of battery 20 charging current to generator 12 output current. When a driver's acceleration intention is detected, sufficient power generation margin is required to minimize torque loss in engine 11. When an electrical load sensitive to drive voltage is operating, sufficient power generation margin is required to ensure stable operation of the electrical load. When engine 11 is rotating at low speed, sufficient power generation margin is required to ensure a stable power supply. Furthermore, sufficient power generation margin is also required in the event of power supply anomalies such as battery 20 removal or generator 12 malfunction.

[0094] To prevent voltage drop, controller 110 can control generator 12 to ensure a "power generation margin" above a certain level. For example, controller 110 can obtain the engine speed 11, the voltage command of generator 12, and the duty cycle of generator 12's input voltage. Controller 110 can estimate the output current and power generation margin supplied to battery 20 and electrical load 30 by using tables stored in storage device 120.

[0095] Optionally, the controller 110 can estimate the power generation margin rate based on the duty cycle of the input voltage to the generator 12 (the duty cycle of the voltage output from the first voltage regulator). Here, the power generation margin rate can represent the ratio of the power generation margin at a predetermined speed of the engine 11 to the maximum output current of the generator 12.

[0096] The controller 110 can obtain the power generation margin rate based on the difference between "1 (100%)" and the duty cycle of the input voltage of the generator 12.

[0097] The controller 110 can set a target margin rate based on the charging rate of the battery 20 and the driving state of the vehicle 1, and can compare the target margin rate with the current power generation margin rate. The controller 110 can limit the power consumption of the electrical load 30 to increase the power generation margin if the current power generation margin rate is less than the target margin rate. For example, since the second electrical load 32 has a less direct relationship with the driving of the vehicle 1 and is intended to provide convenience for the driver, the controller 110 can limit the power consumption of the second electrical load 32.

[0098] Additionally, to reduce the charging current of battery 20, controller 110 can reduce the output voltage of generator 12, i.e., the output voltage of second voltage regulator 19. For example, when the charge rate (SoC) of battery 20 is low, the charging current of battery 20 can increase. Therefore, when vehicle 1 is stationary (when the engine is idling), controller 110 can reduce the output voltage of second voltage regulator 19 to reduce the charging current of battery 20. On the other hand, when vehicle 1 is not stationary (when the engine is not idling), controller 110 can limit the power consumption of second electrical load 32 to charge battery 20.

[0099] In this way, the power control device 100 can control the power consumption of the electrical load 30 based on the power generation margin rate and target margin rate of the generator 12.

[0100] The operation of vehicle 1 and power control device 100 will be described in detail below.

[0101] Figure 7 The operation of a vehicle according to an embodiment of the present disclosure is shown. Figure 8 , Figure 9 , Figure 10 and Figure 11 An example is shown illustrating the setting of the target margin of a generator included in a vehicle according to an embodiment of the present disclosure. Figure 12 An example of a vehicle's power limitation level is shown according to an embodiment of this disclosure.

[0102] Reference Figure 7 , Figure 8 , Figure 9 , Figure 10 , Figure 11 and Figure 12 Describe the operation of vehicle 1 1000.

[0103] Vehicle 1 identifies whether generator 12 is in operation (1010).

[0104] For example, generator 12 can be deactivated when vehicle 1 is parked or when vehicle 1 is started via an Idle Stop & Go (ISG) system.

[0105] The power control device 100 can identify whether the generator 12 is in operation based on the status of the vehicle 1.

[0106] When generator 12 is not in operation ("No" in 1010), vehicle 1 sets the target margin to "0" (1015).

[0107] When the generator 12 is in an operating state (Yes in 1010), the vehicle 1 identifies a first target margin rate based on the charging rate of the battery 20 (1020).

[0108] The power generation margin of the generator 12 is affected by the charging rate (SoC) of the battery 20. For example, if the charging rate (SoC) of the battery 20 is high, no voltage drop will occur even in the case of rapid power consumption of the electrical load 30. On the other hand, when the charging rate (SoC) of the battery 20 is low, voltage drop is likely to occur due to the rapid power consumption of the electrical load 30. This is because when the charging rate (SoC) of the battery 20 is low, the ratio of the charging current of the battery 20 in the output current of the generator 12 increases due to the increase in the charging current of the battery 20.

[0109] Therefore, when the charging rate (SoC) of the battery 20 is low, a high power generation margin rate is required.

[0110] For example, as Figure 8 shown, when the charging rate (SoC) of the battery 20 exceeds the effective range (SoC < 0, SoC > 100%), the power control device 100 can set the first target margin rate according to the charging and discharging of the battery 20 to 0%. When the charging rate (SoC) of the battery 20 is high (for example, 86% < SoC ≤ 100%), the power control device 100 can set the first target margin rate to 0%. When the charging rate (SoC) of the battery 20 is normal (for example, 80% < SoC ≤ 86%), the power control device 100 can set the first target margin rate to 5%. When the charging rate (SoC) of the battery 20 is low (for example, 65% < SoC ≤ 80%), the power control device 100 can set the first target margin rate to 10%. When the charging rate (SoC) of the battery 20 is very low (for example, 50% < SoC ≤ 65%), the power control device 100 can set the first target margin rate to 20%. In addition, when the charging rate (SoC) of the battery 20 is critical (for example, 0% < SoC ≤ 50%), the power control device 100 can set the first target margin rate to 30%.

[0111] The vehicle 1 identifies a second target margin rate based on the driving state (1030).

[0112] The target margin rate is affected by the driving state of the vehicle 1. For example, when the driver's acceleration intention is detected, it is necessary to increase the power generation margin to minimize the torque loss of the engine 11. In addition, when the driver's deceleration intention is detected, it is necessary to reduce the power generation margin for regenerative braking. Therefore, a high power generation margin rate is required during vehicle 1 acceleration.

[0113] For example, as Figure 9As shown, when vehicle 1 is stationary (when the engine is idling), the electric control unit 100 can set the second target margin rate to 0% based on the driving state. When vehicle 1 accelerates, the electric control unit 100 can set the second target margin rate to +10%. When vehicle 1 decelerates, the electric control unit 100 can set the second target margin rate to -10%. Additionally, when vehicle 1 is traveling at a constant speed, the electric control unit 100 can set the second target margin rate to 0%.

[0114] Vehicle 1 identifies the third target margin rate (1040) based on the type of load it is operating.

[0115] In electrical loads, such as headlights, air conditioning blower fans, and windshield wipers, failures can occur due to low drive voltage. For example, due to low drive voltage, headlights may flicker, air conditioning blower fans may run at reduced speeds, or windshield wipers may stop operating. Therefore, when operating electrical loads that are sensitive to drive voltage, it is necessary to ensure sufficient power generation margin.

[0116] For example, such as Figure 10 As shown, if the electrical load sensitive to the drive voltage is not operating, the power control unit 100 may set the third target margin rate to 0%. When the electrical load sensitive to the drive voltage is operating (e.g., at least one of the headlights, air conditioner blower fan, and windshield wipers is operating), the power control unit 100 may set the third target margin rate to +10%.

[0117] Vehicle 1 identifies the fourth target margin rate (1050) based on the change in the duty cycle of the input voltage of generator 12.

[0118] A rapid increase in the power consumption of electrical load 30 causes an increase in the duty cycle of the input voltage of generator 12 (the duty cycle of the output voltage of the first voltage regulator). This rapid increase in the power consumption of electrical load 30 may continue repeatedly. Therefore, due to the increase in the duty cycle of the input voltage of generator 12, it is necessary to ensure a power generation margin. The power control device 100 can identify the rapid increase in the duty cycle by using a high-pass filter.

[0119] For example, such as Figure 11 As shown, when a momentary increase in the duty cycle of the input voltage of generator 12 is detected, the power control device 100 can set the fourth target margin rate to 20%. Otherwise, the power control device 100 can set the fourth target margin rate to 0%.

[0120] Vehicle 1 identifies the target margin rate (1060) of generator 12.

[0121] The power control device 100 can identify the target margin rate of the generator 12 based on the sum of the first target margin rate, the second target margin rate, the third target margin rate, and the fourth target margin rate.

[0122] Vehicle 1 identifies the power limit level (1070) by the charge rate (SoC) of battery 20.

[0123] When the charge rate (SoC) of battery 20 is low, power control device 100 can limit the power consumption of electrical load 30 to ensure smooth startup after start-up off. For example, as Figure 12 As shown, when the charge rate (SoC) of battery 20 is low (e.g., 65% < SoC ≤ 80%), the power control device 100 can set the power limit level to a first level. When the charge rate (SoC) of battery 20 is very low (e.g., 50% < SoC ≤ 65%), the power control device 100 can set the power limit level to a second level. Furthermore, when the charge rate (SoC) of battery 20 is critical (e.g., 0% < SoC ≤ 50%), the power control device 100 can set the power limit level to a third level.

[0124] The power control device 100 can limit the power consumption of the second electrical load 32, which is a convenience load, according to the power limit level.

[0125] Vehicle 1 controls the operation of electrical load 30 based on the target margin rate of generator 12 and the power limit level of electrical load 30 (1080).

[0126] The power control device 100 can identify the power generation margin rate of the generator 12 based on the duty cycle of the input voltage of the generator 12, and compare the power generation margin rate with a target margin rate. The power control device 100 can limit the power consumption of the electrical load 30 based on the fact that the power generation margin rate is less than the target margin rate.

[0127] For example, when the charge rate (SoC) of battery 20 is 50% and vehicle 1 is accelerating, the power control unit 100 can identify a first target margin rate of 30% based on the charge rate (SoC) of battery 20, a second target margin rate of 10% based on the driving state of vehicle 1, and a target margin rate of 20% for generator 12. Additionally, the power control unit 100 can identify a third-level power limit based on the charge rate (SoC) of battery 20. The power control unit 100 can then reduce the operating level of the air conditioning and the seat heaters to ensure a target margin rate of 20%.

[0128] Here, when vehicle 1 decelerates, the electric control unit 100 can identify a second target margin rate of -10% based on the driving state of vehicle 1, and the target margin rate of generator 12 can be changed to 0%. The electric control unit 100 can maintain the operating level of the air conditioner and the operating level of the seat heater to ensure that the target margin rate is 0.

[0129] Additionally, when the duty cycle of the input voltage of the generator 12 is increased by operating the electric power steering system (MDPS), the power control unit 100 can identify a fourth target margin rate of 20%, and the target margin rate of the generator 12 can be changed to 20%. The power control unit 100 can reduce the operating level of the air conditioning and the operating level of the seat heater to ensure that the target margin rate is 20%.

[0130] By performing the above operations 1000, the initialization or failure of the electrical load 30 due to voltage drop can be prevented or reduced.

[0131] According to aspects of this disclosure, a vehicle capable of preventing or minimizing generator voltage drop by utilizing the generator's power generation margin, a control method for the vehicle, and an electrical control device may be provided.

[0132] According to this disclosure, the operating power of the vehicle's electrical loads and the charging / discharging power of the battery can be controlled by the generator's power generation margin.

Claims

1. A vehicle comprising: Electrical load; dynamo; Battery; as well as The controller controls the operation of the generator based on the battery's charging rate. The controller is configured to identify a generation margin rate, representing the ratio of the additional power that the generator can output to the maximum power that the generator can output, based on the duty cycle of the input voltage applied to the generator; to reduce the power consumption of the electrical load based on a comparison between the generation margin rate and a target margin; and to set the target margin based on the sum of a first target margin based on the battery charging rate, a second target margin based on the vehicle's driving state, a third target margin based on the type of the electrical load, and a fourth target margin based on the duty cycle of the input voltage.

2. The vehicle according to claim 1, wherein, The controller increases the target margin based on the decrease in the battery's charging rate.

3. The vehicle according to claim 1, wherein, The controller increases the target margin based on the vehicle's acceleration.

4. The vehicle according to claim 1, wherein, The controller increases the target margin based on the operation of at least one of the vehicle's headlights, air conditioning blower fan, and windshield wipers.

5. The vehicle according to claim 1, wherein, The controller increases the target margin by increasing the duty cycle of the input voltage above a threshold within a predetermined time period.

6. A method for controlling a vehicle, the vehicle comprising an electrical load, a generator, and a battery, the control method comprising: The operation of the generator is controlled based on the charging rate of the battery; The generation margin rate, which represents the ratio of the additional power that the generator can output to the maximum power that the generator can output, is identified based on the duty cycle of the input voltage applied to the generator. The power consumption of the electrical load is reduced based on a comparison between the power generation margin rate and the target margin. as well as The target margin is set based on the sum of a first target margin based on the battery's charging rate, a second target margin based on the vehicle's driving state, a third target margin based on the type of electrical load, and a fourth target margin based on the duty cycle of the input voltage.

7. The control method according to claim 6, wherein, The target margin is increased based on the decrease in the battery's charging rate.

8. The control method according to claim 6, wherein, The target margin is increased based on the vehicle's acceleration.

9. The control method according to claim 6, wherein, The target margin is increased based on the operation of at least one of the vehicle's headlights, air conditioning blower fan, and windshield wipers.

10. The control method according to claim 6, wherein, The target margin is increased by increasing the duty cycle of the input voltage above a threshold within a predetermined time period.

11. A power control device for a vehicle, the vehicle including an electrical load, a generator, a battery, and a battery sensor, the power control device comprising: A transceiver that communicates with the electrical load and the battery sensor; as well as The controller controls the operation of the generator based on the battery's charge rate received from the battery sensor. The controller is configured to identify a generation margin rate, representing the ratio of the additional power the generator can output to the maximum power the generator can output, based on the duty cycle of the input voltage applied to the generator; to control the transceiver to send a message for reducing the power consumption of the electrical load based on a comparison between the generation margin rate and a target margin; and to set the target margin based on the sum of a first target margin based on the battery charging rate, a second target margin based on the vehicle's driving state, a third target margin based on the type of electrical load, and a fourth target margin based on the duty cycle of the input voltage.

12. The power control device according to claim 11, wherein, The controller increases the target margin based on the vehicle's acceleration.

13. The power control device according to claim 11, wherein, The controller increases the target margin based on the operation of at least one of the vehicle's headlights, air conditioning blower fan, and windshield wipers.

14. The power control device according to claim 11, wherein, The controller increases the target margin by increasing the duty cycle of the input voltage above a threshold within a predetermined time period.

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