Method for intelligent control of power generation based on an efficiency map, and vehicle using this method

Abstract

Method for intelligent control of power generation based on an efficiency map (50-1), comprising: Performing a power generation control selection mode in which voltage change speed control is performed based on a load map or a drive torque map of an alternator (20) after the power generation control of the alternator (20) is performed by a controller (50) while a vehicle (1) is traveling, characterized in that in the power generation control selection mode, after the power generation control is performed, a state of charge (SOC) of a battery (30), a temperature of the alternator (20), a rotational speed of the alternator (20), an engine rotational speed RPM, a coolant temperature, and an outside temperature are detected as condition factors of the power generation control selection mode; according to the outside temperature, a high-efficiency point matching the temperature of the alternator (20) in the load map (50-1A) is detected, and when the high-efficiency point has been detected, a high-efficiency point voltage change speed control mode is performed; and when the high-efficiency point has not been detected, a voltage change speed control mode is performed in a condition for executing the power generation control, wherein the power generation control is performed in a condition for executing the power generation control when a traveling pattern of the vehicle (1) is not changed.

Description

BACKGROUND OF THE INVENTIONField of the invention

[0001] Embodiments of the present invention relate to a power generation control method; and more particularly, to a method for intelligently controlling power generation based on an efficiency map configured to further improve battery charging and discharging performance and fuel efficiency by correcting efficiency variations in alternators that differ among manufacturers, models, and operating temperatures, and a vehicle employing this method. Description of related technology

[0002] Generally, electric power for a vehicle is generated by an alternator, and the alternator's power generation control is performed based on voltage change rate control. Battery charging and discharging performance and fuel efficiency are improved by controlling the alternator's power generation.

[0003] The alternator power generation control is performed, for example, by determining the alternator drive torque map and controlling the voltage change speed based on the drive torque map when the alternator voltage is changed.

[0004] Therefore, by adjusting an output current according to the state of charge (SOC) of a battery, the alternator power generation control maintains battery charging and discharging performance to prevent a malfunction at engine start due to the deterioration of the battery SOC. Furthermore, the alternator power generation control contributes to improved fuel efficiency by primarily utilizing battery power in a fuel consumption period different from a deceleration period and increasing a power generation load to increase an amount of electric power for charging the battery in the deceleration period.

[0005] However, the alternator, which is the target to be controlled in the power generation control method, may have different drive efficiencies depending on the manufacturer, model, and operating temperature. Therefore, since the same torque map is used based on a single control factor including voltage changes, the power generation control method cannot reflect any difference in alternator efficiency even if alternators have different torque maps.

[0006] Therefore, in the power generation control method, the alternator cannot be used under an optimal condition to improve the battery charging and discharging performance and fuel efficiency.

[0007] A method according to the preamble of patent claim 1 is known from DE 10 2014 012 318 A1. Comparable disclosures can also be found in DE 10 2016 100 459 A1 and DE 10 2008 008 238 A1. Furthermore, DE 10 2012 212 383 A1 discloses a system and method for controlling engine torque of a hybrid vehicle. In particular, engine map information, including intake temperature and air pressure compensation factors, which form the basis for an engine test, is received at a control unit. Furthermore, DE 10 2005 021 582 A1 discloses a control device for a motor vehicle drive system. SUMMARY

[0008] The object of the present invention is to provide a method for intelligently controlling power generation based on an efficiency map, as well as a vehicle employing this method, which is configured to further improve battery charging and discharging performance and fuel efficiency according to the optimized performance of an alternator. This object is achieved by a method having the features of patent claim 1 and a vehicle having the features of patent claim 10. Advantageous developments of the invention are described in the subclaims.

[0009] According to the invention, the method creates an efficiency map using a load map and a drive torque map based on efficiency data for each alternator and efficiency variation data for each operating condition (temperature, load, or speed), and combines high-efficiency point voltage change speed control based on the load map and voltage change speed control based on the torque map using power generation control factors including an outside temperature.

[0010] According to an embodiment of the present invention, a method for intelligently controlling power generation based on an efficiency map includes the steps of (A) determining whether a condition for performing power generation control of an alternator by a controller while the vehicle is running is satisfied; (B) detecting a SOC of the battery, an alternator temperature, an alternator speed, an engine speed RPM (revolutions per minute), a coolant temperature, and an outside temperature when the condition for performing power generation control is satisfied; (C) selecting a load map and a drive torque map of the alternator according to the outside temperature, and detecting a high-efficiency point that matches the alternator temperature in the load map; (D) performing a high-efficiency point voltage change speed control mode based on the load map;when the high-efficiency point has been detected, (E) detecting a condition for executing the power generation control when the high-efficiency point has not been detected, and (F) performing a voltage change speed control mode based on the drive torque map when the power generation control execution condition is detected.

[0011] The power generation control may be performed when a traveling pattern of the vehicle is not changed, when the voltage of the alternator does not change excessively in a state where the traveling pattern of the vehicle is changed, or after triggering is determined and a holding time is given in a state where the traveling pattern of the vehicle is changed and the voltage of the alternator changes excessively.

[0012] In the high-efficiency point voltage change speed control mode, the alternator voltage can be controlled along the high-efficiency point line of the load map. In the voltage change speed control mode, the alternator voltage can be controlled along the drive torque line of the drive torque map.

[0013] The condition for executing the power generation control may be when it is necessary to charge the battery in low and high load ranges of the engine and in a section of deviation from a low speed.

[0014] The load map and the drive torque map can be created by setting the range of the outside temperature to which the alternator is exposed as a temperature from -30°C to 100°C, the high-efficiency point line connecting high-efficiency points for each alternator operating temperature can be specified in a real-time speed diagram of the load map, and the drive torque of the alternator can be specified in a real-time speed diagram of the drive torque map.

[0015] According to another embodiment of the present invention, a vehicle includes a power generation control system connected to a battery sensor for detecting a state of charge (SOC) of a battery, a coolant temperature sensor for detecting a coolant temperature of an engine, and an engine speed sensor for detecting the engine speed of the engine, and includes a controller for performing voltage change speed control of an alternator based on a load map in which a high-efficiency point line connecting high-efficiency points for each operating temperature is indicated and a drive torque map in which a drive torque is indicated in a different manner.

[0016] Both the load map and the drive torque map can be based on a real-time speed diagram, and can be created by a standardized efficiency measurement method for each alternator temperature at an outside temperature where a temperature of -30°C to 100°C is within an operating temperature range of the alternator. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1A and Fig. 1B is a flowchart illustrating a method for intelligently controlling power generation based on an efficiency map according to an embodiment of the present invention. Fig. 2 is a diagram illustrating an example of a vehicle that employs the method for intelligently controlling power generation based on an efficiency map according to an embodiment of the present invention. Fig. 3 is a diagram illustrating an example of an efficiency map for high-efficiency point voltage change speed control of an alternator according to an embodiment of the present invention. Fig. 4, Fig. 5 and Fig. 6 are graphs illustrating an example of high-efficiency points of the alternator for each load applied to the high-efficiency point voltage change speed control according to an embodiment of the present invention.

[0017] It should be noted that the accompanying drawings are not necessarily to scale and represent a somewhat simplified representation of various features illustrating the basic principles of the invention. The specific embodiments of the present invention disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular intended use and application environment.

[0018] In the figures, reference numerals refer to the same or equivalent parts of the present invention in all figures of the drawing. DETAILED DESCRIPTION

[0019] Reference will now be made in more detail to various embodiments of the present invention(s), examples of which are illustrated in the accompanying drawings and described below.

[0020] Referring to the Fig. 1A and Fig. 1B, in a method for intelligently controlling power generation based on an efficiency map, a voltage change speed control mode S40 is changed to a high-efficiency point voltage change speed control mode S70 under the condition of a battery SOC, an alternator temperature, and an engine speed RPM when a vehicle is running, and an efficiency map created by a load map and a drive torque map based on efficiency variation data determined by correcting the efficiency data of different alternators for each make, model, and operating temperature under the conditions of temperature, load, and speed is applied to the high-efficiency point voltage change speed control mode.

[0021] As a result, the power generation method can improve battery charging and discharging performance and fuel efficiency by making optimal use of the alternator efficiency.

[0022] In the following, the method for intelligent control of power generation based on an efficiency map is described in more detail with reference to the Fig. 2 to 6.

[0023] Referring to Fig. 2, in the method for intelligently controlling power generation based on an efficiency map, the target to be controlled is a power generation control system 10 of a vehicle 1, and the object of control is a controller 50 connected to an efficiency map 50-1. The power generation control system 10 includes an alternator 20, a battery 30, a battery sensor 40-1, a coolant temperature sensor 40-2, an engine speed sensor 40-3, and a controller 50. The battery sensor 40-1 is configured to detect the state of charge (SOC) of the battery 30 and transmits the detected SOC to the controller 50. The coolant temperature sensor 40-2 is configured to detect the coolant temperature of the engine and transmits the detected coolant temperature to the controller 50. The engine speed sensor 40-3 is configured to detect the rotational speed (RPM) of the engine and transmits the detected rotational speed to the controller 50.The controller 50 receives signals from the sensors 40-1, 40-2, and 40-3 and treats the alternator temperature / speed / drive torque, an engine load, a vehicle speed, etc. as input data. The efficiency map 50-1 is established by a load map 50-1A determined by temperature load maps 50-1a, 50-1b, and 50-1c for each alternator operating temperature, and a drive torque map 50-1B determined by drive torques for each alternator operating temperature, with an outside temperature determined by a standard efficiency measurement method for each temperature.

[0024] Therefore, the controller 50 and the efficiency map 50-1 may each be an electronic engine control unit (ECU), an engine control unit (MCU), or a hybrid control unit (HCU).

[0025] S10 is a step for determining the constant travel pattern of the vehicle 1 by the controller 50. S20 is a step for determining whether the voltage of the alternator 20 has been excessively changed by the controller 50. S30 is a step for determining the triggering (voltage change induction) of the alternator 20 and giving a hold time by the controller 50.

[0026] Referring to Fig. 2, the controller 50 receives the SOC of the battery 30 detected by the battery sensor 40-1, the engine coolant temperature detected by the engine coolant temperature sensor 40-2, and the engine speed RPM detected by the engine speed sensor 40-3 to check the state of the traveling vehicle 1. Therefore, a change in the traveling pattern (for example, acceleration, deceleration, or traveling at a constant speed) that causes the excessive voltage change of the alternator 20 is determined from the increase or decrease in the engine speed RPM.

[0027] As a result, in the state where the controller 50 does not determine the change in the traveling pattern in step S10 or does not determine whether the voltage of the alternator 20 has changed excessively depending on the change in the traveling pattern in step S20, the process may proceed to a power generation mode condition factor detection step (S40). On the other hand, if the controller 50 determines the change in the traveling pattern in step S10, the process may proceed to step S20. If the controller 50 determines in step S20 whether the voltage of the alternator 20 has changed excessively depending on the change in the traveling pattern in step S20, the process may proceed to step S30.Next, depending on the traveling pattern change given in step S30, the process may proceed to the power generation mode condition factor detection step (S40) in the state where the hold time for triggering causing the excessive voltage change of the alternator 20 is exceeded. Here, the hold time is a time required to smoothly maintain the voltage of the alternator 20 without changing a predetermined rate thereof, that is, not more than a predetermined rate, and is the same time applied to existing power generation control.

[0028] S40 is a step of acquiring a power generation mode condition factor for selecting a power generation mode by the controller 50. S50 is a step of determining whether a load map 50-1A is being applied by the controller 50. S50-1 is a step of determining whether no power generation is being performed by the controller 50 for applying a torque map 50-1B.

[0029] With reference to Fig. 2 and Fig. 3, the controller 50 applies an outside temperature, a battery SOC, an alternator temperature, an alternator speed, and a coolant temperature as power generation control condition factors. As a result, the controller 50 compares the alternator high-efficiency points for each outside temperature from the efficiency map using the engine speed with an alternator temperature of the power generation control condition factors acquired in step S50, so that the mode can be changed to a high-efficiency point voltage change speed control mode in step S60.The mode may be further changed in step S70 to a voltage change speed control mode, except for a section in which no power generation is performed, including the low load region of the engine and the high load / low speed region of the engine in which the efficiency of the alternator 20 is poor, using the SOC of the power generation control condition factors acquired in step S50-1.

[0030] S60 is a step for performing the high-efficiency point voltage change speed control mode by the controller 50.

[0031] Referring to Fig. 3 and Fig. 4 to Fig. 6, the load map 50-1A of the efficiency map 50-1 is converted into a low temperature load map 50-1a at -30°C ( Fig. 4), a room temperature load map 50-1b at 20°C ( Fig. 5), and a high-temperature load map 50-1c at 100°C ( Fig. 6). A high-efficiency point line (indicated by the dashed line) indicating a high-efficiency point is indicated in the low-temperature load map 50-1a, the room-temperature load map 50-1b, and the high-temperature load map 50-1c, respectively. The high-efficiency point line is determined by a standardized efficiency measurement method for each temperature.

[0032] For example, referring to Fig. 4 of the low-temperature load map 50-1a at a temperature of -30°C, the alternator operating temperatures separated in the alternator speed / alternator current graph are connected with the high-efficiency dot line (indicated by the dashed line). At the high-efficiency dot line (indicated by the dashed line), the alternating currents are each optimally matched to the alternator speed. Therefore, the controller 50 performs voltage speed control along the high-efficiency dot line (indicated by the dashed line) under the condition that the outside temperature is -30°C. In the high-efficiency point voltage change speed control mode, power generation control is performed using the outside temperature-matched load map 50-1A.

[0033] S70 is a step of performing a voltage change speed mode by the controller 50.

[0034] With reference to Fig.3, the torque map 50-1B of the efficiency map 50-1 is aligned with the outside temperature of -30°C, 20°C, or 100°C. For example, the optimum alternator torques are separated in the alternator current / alternator torque diagram of the drive torque map 50-1B at -30°C. The alternator currents are respectively aligned with the alternator speeds by the optimum alternator torques. Therefore, the controller 50 performs voltage change speed control along the optimum alternator drive torques under the condition that the outside temperature is -30°C. In the voltage change speed control mode, power generation is performed using the torque map 50-1B aligned with the outside temperature.In this case, the voltage change speed control mode is the same as an existing mode, except that the drive torque map 50-1B classified for each outside temperature is used.

[0035] S80 is a step for completing the power generation control by the controller 50. For this purpose, the controller 50 is configured to check whether the engine is off and, if the engine is off, starts the engine after completing the power generation control.

[0036] As described above, the method for intelligently controlling power generation based on an efficiency map according to the embodiment of the present invention can improve battery charging and discharging performance and fuel efficiency even for alternators different for each manufacturer, model, and operating temperature by selecting (either) the high-efficiency point voltage change speed control mode using the load map constructed by the real-time speed map in which the high-efficiency point line connecting the high-efficiency points for each operating temperature of the alternator is indicated, or the voltage change speed control mode using the real-time speed map constructed by the torque map in which the drive torque of the alternator is indicated after the power generation control of the alternator is performed by the controller.while the vehicle is moving.,

[0037] A method for intelligently controlling power generation according to embodiments of the present invention has the following advantages and effects by applying an efficiency map.

[0038] First, it is possible to intelligently improve the power generation control technology of an alternator by adding high-efficiency point voltage change speed control together with voltage change speed control. Second, since the high-efficiency point voltage change speed control is performed based on efficiency variation data according to a state of charge, alternator speed, engine speed, and engine coolant temperature, it is possible to further improve battery charging / discharging performance and fuel efficiency through the optimized efficiency of the alternator. Third, the high-efficiency point voltage change speed control makes it possible to prevent power generation from being performed in a low-load range and a high-load / low-speed range where the efficiency is poor after the SOC is detected.Fourth, it is possible to establish a power generation strategy under optimal conditions to improve fuel efficiency and battery charging and discharging performance, even when alternator efficiencies and drive torques vary for each temperature, manufacturer, and model. Fifth, it is possible to improve the performance of alternators that vary by manufacturer and model. For ease of explanation and precise definition in the appended claims, the terms "upper", "lower", "inner", "outer", "top", "bottom", "upper", "lower", "downward", "front", "back", "inside", "outside", "inward", "outward", "inside", "outside", "forward" and "backward" are used to describe features of the embodiments with reference to the positions of such features as depicted in the figures.

Claims

[1] Method for intelligent control of power generation based on an efficiency map (50-1), comprising: Performing a power generation control selection mode in which voltage change speed control is performed based on a load map or a drive torque map of an alternator (20) after the power generation control of the alternator (20) has been performed by a controller (50) while a vehicle (1) is traveling, characterized by in that in the power generation control selection mode, after the power generation control is performed, a state of charge (SOC) of a battery (30), a temperature of the alternator (20), a rotational speed of the alternator (20), an engine speed RPM, a coolant temperature, and an outside temperature are detected as condition factors of the power generation control selection mode; according to the outside temperature, a high-efficiency point matching the temperature of the alternator (20) in the load map (50-1A) is detected, and when the high-efficiency point has been detected, a high-efficiency point voltage change speed control mode is performed; and when the high-efficiency point has not been detected, a voltage change speed control mode is performed in a condition for executing the power generation control, wherein the power generation control is performed in a condition for executing the power generation control when a traveling pattern of the vehicle (1) is not changed. [2] The method according to claim 1, wherein the power generation control is performed when a voltage of the alternator (20) does not change beyond a predetermined amount in a state where a traveling pattern of the vehicle (1) is changed. [3] The method according to claim 1, wherein the power generation control is performed after a triggering is determined and a holding time is given in a state in which a traveling pattern of the vehicle (1) is changed and a voltage of the alternator (20) changes beyond a predetermined amount. [4] The method of claim 3, wherein the holding time is a time required to maintain the voltage of the alternator (20) uniformly without changing more than a predetermined rate thereof. [5] The method according to any one of claims 1 to 4, wherein in the high-efficiency point voltage change speed control mode, a voltage of the alternator (20) is arranged to be controlled along a high-efficiency point line of the load map (50-1A). [6] The method according to any one of claims 1 to 5, wherein in the voltage change speed control mode, a voltage of the alternator (20) is arranged to be controlled along a drive torque of the drive torque map (50-1B). [7] A method according to any one of claims 1 to 6, wherein the condition for executing the power generation control is when it is necessary to charge the battery in low and high load ranges of an engine and in a portion deviating from a rotational speed by less than a predetermined amount. [8] Method according to one of claims 1 to 7, wherein the load map (50-1A) and the drive torque map (50-1B) are matched to each other for each portion of the outside temperature to which the alternator (20) is exposed. [9] The method of claim 8, wherein a high-efficiency point line connecting high-efficiency points for each operating temperature of the alternator (20) is indicated in a real-time speed diagram of the load map (50-1A), and a drive torque of the alternator (20) is indicated in a real-time speed diagram of the drive torque map (50-1B). [10] Vehicle (1), comprising: a power generation control system (10) connected to a battery sensor (40-1) for detecting a state of charge (SOC) of a battery (30), a coolant temperature sensor (40-2) for detecting a coolant temperature of an engine, and an engine speed sensor (40-3) for detecting a rotational speed of the engine, and comprising a controller (50) configured to perform voltage change speed control of an alternator (20) in different ways based on a load map (50-1A) in which a high-efficiency point line connecting high-efficiency points for each operating temperature is indicated, and a drive torque map (50-1B) in which a drive torque is indicated, wherein the controller (50) is configured to carry out the method according to claim 1. [11] The vehicle according to claim 10, wherein the controller (50) is connected to the battery sensor (40-1), the coolant temperature sensor (40-2) and the engine speed sensor (40-3) to perform power generation control. [12] The vehicle according to claim 10 or 11, wherein the controller (50) has an efficiency map (50-1), and the efficiency map (50-1) is configured by the load map (50-1A) in which power generation control is performed in a high-efficiency point voltage change speed control mode and the drive torque map (50-1B) in which power generation is performed in a voltage change speed control mode. [13] A vehicle according to any one of claims 10 to 12, wherein the load map (50-1A) and the drive torque map (50-1B) are each based on a real-time speed diagram and are created by a standardized efficiency measurement method for each temperature of the alternator (20) at an outside temperature, at which a temperature of -30°C to 100°C is set to be in an operating temperature range of the alternator (20). [14] Vehicle according to one of claims 10 to 13, wherein the controller (50) and the efficiency map (50-1) are each an electronic control unit (ECU) and / or an engine control unit (MCU) and / or a hybrid control unit (HCU).

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