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公开(公告)号：KR1020140062648A
公开(公告)日：2014-05-26
申请号：KR1020120128843
申请日：2012-11-14
Applicant: 현대자동차주식회사
CPC classification number: Y02T10/48 , F02D29/06 , F02D41/062 , F02N11/0814
Abstract: The present invention relates to a method and a system for controlling power generation of a vehicle, and a vehicle having the same which are able to prevent a sudden load change of an engine by appropriately controlling the load of a generator based on battery information, and information of coolant temperature and outside air temperature when starting the engine; to improve the starting feeling of the engine; and to alleviate the NVH (noise, vibration and harshness). An embodiment of the present invention is a control method of the generator generating electric power using rotary power of an engine and comprising: a step of determining if the engine starting is an initial starting or a starting by ISG (idle stop and go); a step of calculating a starting voltage control time (t1) based on the outside air temperature and the coolant temperature when the engine starting is an initial starting; a step of calculating a starting voltage control time (t2) based on the state of charge (SOC) of the battery when the engine starting is a starting by ISG; and a step of controlling the starting voltage during the calculated control time (t1 or t2).
Abstract translation: 本发明涉及一种用于控制车辆的发电的方法和系统，以及具有该方法和系统的车辆，其能够通过基于电池信息适当地控制发电机的负载来防止发动机的突然的负载变化，以及 启动发动机时冷却液温度和外部空气温度信息; 提高发动机的起动感觉; 并减轻NVH（噪音，振动和粗糙度）。 本发明的实施例是使用发动机的旋转动力产生电力的发电机的控制方法，其特征在于，包括以下步骤：判定发动机起动是否为初始起动或通过ISG起动（怠速停止）。 当发动机启动是初始启动时，基于外部空气温度和冷却剂温度计算启动电压控制时间（t1）的步骤; 当发动机起动由ISG启动时，基于电池的充电状态（SOC）计算起动电压控制时间（t2）的步骤; 以及在计算出的控制时间（t1或t2）期间控制启动电压的步骤。
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公开(公告)号：KR1020130063160A
公开(公告)日：2013-06-14
申请号：KR1020110129530
申请日：2011-12-06
Applicant: 현대자동차주식회사
CPC classification number: F02D41/042 , B60W10/06 , F02D41/065 , F02D41/08 , F02N11/0814 , Y02T10/48
Abstract: PURPOSE: An ISG system reducing fuel consumption, and a control method thereof are provided to reduce fuel consumption since the ISG system minimizes an overspray process of fuel performed in ISG operation. CONSTITUTION: An ISG system includes a vehicle information input unit(110) and a control unit(120). The vehicle information input unit receives information of vehicles by controller area network(CAN) communication. The control unit comprises an idle stop condition judgement logic(122), a stop vehicle speed judgement logic(126), an idle stop performing logic(127), an engine restarting performing logic(128), a continuous reducing judgement logic(123), and an adjusting logic(125). [Reference numerals] (110) Vehicle information input unit; (120) Control unit; (122) Idle stop condition judgement logic; (123) Continuous reducing judgement logic; (125) Stop vehicle adjusting logic; (126) Stop vehicle speed judgement logic; (127) Idle stop performing logic; (128) Engine restarting performing logic; (130) Engine
Abstract translation: 目的：提供降低燃料消耗的ISG系统及其控制方法以减少燃料消耗，因为ISG系统最小化在ISG操作中执行的燃料的过度喷射过程。 构成：ISG系统包括车辆信息输入单元（110）和控制单元（120）。 车辆信息输入单元通过控制器局域网（CAN）通信接收车辆的信息。 控制单元包括怠速停止条件判断逻辑（122），停车速度判断逻辑（126），怠速停止执行逻辑（127），发动机重起执行逻辑（128），连续减速判断逻辑（123） 和调整逻辑（125）。 （附图标记）（110）车辆信息输入单元; （120）控制单元; （122）空闲停止条件判断逻辑; （123）连续降低判断逻辑; （125）停止车辆调整逻辑; （126）停止车速判断逻辑; （127）空闲停止执行逻辑; （128）发动机重启执行逻辑; （130）发动机
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公开(公告)号：KR1020130060567A
公开(公告)日：2013-06-10
申请号：KR1020110126695
申请日：2011-11-30
Applicant: 현대자동차주식회사
CPC classification number: B60W10/08 , B60R16/02 , B60W10/24 , B60W30/1886 , B60W2510/0638 , B60W2710/242 , B60Y2400/60 , H02J7/14 , Y02T10/7258
Abstract: PURPOSE: A car power generation control system for a cold start and a control method thereof are provided to restrict power generation of an alternator at the early stages of an engine start, and maintain the restriction of the power generation of the alternator to the time when an engine is stabilized because a predetermined delay time passes according to the temperature of cooling water after the engine starts, thereby improving the performance of an engine start of a cold start. CONSTITUTION: A car power generation control system(1) includes an alternator(20) which uses the rotatory power of an engine(10) to generate electric power, and to which supplies the electric power to the electric load of a car; and a control unit(30) which controls the engine to start the generation of power of the alternator. A control method of a car power generation control system that controls power generation of an alternator is composed of the following steps. (i) The power generation of the alternator is controlled to be restricted at the early stages of an engine start. (ii) The point in time when an engine threshold rpm value is determined more than a predetermined threshold rpm value by judging whether the engine rpm value among the information which is monitored outside is more than a predetermined threshold rpm value or not is decided as a first point in time, and a delay time corresponding to the temperature of the monitored car information is calculated. (iii) Whether the calculated delay time reaches a passed second point in time or not is determined from the first point in time. (iv) The power generation of the alternator is controlled to start in case the delay time reaches the second point in time. [Reference numerals] (10) Engine; (46) Vehicle electronic unit
Abstract translation: 目的：提供一种用于冷启动的汽车发电控制系统及其控制方法，以在发动机起动的早期阶段限制发电机的发电，并且将交流发电机的发电的限制保持在 由于在发动机起动之后根据冷却水的温度而经过预定的延迟时间，发动机被稳定，从而提高发动机起动冷启动的性能。 构成：汽车发电控制系统（1）包括使用发动机（10）的旋转动力来发电的交流发电机（20），并向电动车的负载提供电力; 以及控制发动机开始发电的动力的控制单元（30）。 控制交流发电机发电的汽车发电控制系统的控制方法由以下步骤构成。 （i）发动机启动的早期阶段，发电机的发电量受到限制。 （ii）通过判断外部监视的信息中的发动机转速值是否大于预定的阈值rpm值来确定发动机阈值rpm值大于预定阈值rpm值的时间点被确定为 计算第一时间点，并且计算与所监视的轿厢信息的温度相对应的延迟时间。 （iii）从第一时间点确定计算出的延迟时间是否到达通过的第二时间点。 （iv）在延迟时间达到第二时间点的情况下，控制交流发电机的发电开始。 （附图标记）（10）发动机; （46）车载电子单元
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公开(公告)号：KR1020130056006A
公开(公告)日：2013-05-29
申请号：KR1020110121721
申请日：2011-11-21
Applicant: 현대자동차주식회사
CPC classification number: B60K6/485 , B60W10/08 , B60W20/50 , B60W30/186 , B60W2510/0241 , B60W2710/083 , F16H7/02 , F16H57/01 , F16H2057/014 , Y02T10/6226
Abstract: PURPOSE: A belt slip monitoring device of a belt torque auxiliary system and a method thereof are provided to stably drive a vehicle by sensing a slip of a belt in order to control a function of a motor-alternater and perform a belt exchange warning. CONSTITUTION: A belt slip monitoring device(20) of a belt torque auxiliary system comprises a motor-alternater slip control unit(21), an ECU(22), an inverter(16), a drive control unit(23), a rain sensor(24), and a dashboard(25). Whether a predetermined condition in which a slip is generated according to a driving mode of a vehicle is satisfied is determined. When the vehicle is driven in the condition which the slip is generated, the slip of a belt is sensed and is compared with the predetermined condition. When the generation of the slip is determined, a function of the motor-alternator is limited. When belt exchange time is determined to be come by recording the accumulation number of slip generation, a warning message is outputted. [Reference numerals] (16) Inverter; (21) Motor-alternater slip control unit; (23) Motor-alternater operation control unit; (24) Rain sensor; (25) Dashboard; (AA) ENG. Torque; (BB) Driving distance; (CC) Generation load; (DD) Motor-alternater operation mode; (EE) Motor-alternater function limiting signal; (FF) Logic for determining the slip of a motor-alternator according to driving modes; (GG) Logic for limiting the function of a motor-alternater when slip is determined; (HH) Belt change warning
Abstract translation: 目的：提供皮带扭矩辅助系统的皮带打滑监测装置及其方法，以便通过感测皮带的滑动来稳定地驱动车辆，以便控制马达交流发电机的功能并执行皮带交换警告。 构成：带扭矩辅助系统的皮带打滑监测装置（20）包括电动机 - 交流电机滑动控制单元（21），ECU（22），逆变器（16），驱动控制单元（23），雨 传感器（24）和仪表板（25）。 确定是否满足根据车辆的驾驶模式产生滑动的预定条件。 当在产生滑动的状态下驱动车辆时，感测到皮带的滑移并与预定条件进行比较。 当确定滑移的产生时，电机 - 交流发电机的功能受到限制。 当通过记录滑移生成的积累数确定皮带交换时间时，输出警告消息。 （附图标记）（16）变频器; （21）电机交流电机滑差控制单元; （23）电机交流发电机运行控制单元; （24）雨传感器; （25）仪表板; （AA）ENG。 扭矩; （BB）行车距离; （CC）发电负荷; （DD）电动机交流发电机运行模式; （EE）电动机 - 交流发电机功能限制信号; （FF）用于根据驾驶模式确定电动机交流发电机的滑移的逻辑; （GG）确定滑差时限制电机交流发电机功能的逻辑; （HH）皮带改变警告
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公开(公告)号：KR1020100060155A
公开(公告)日：2010-06-07
申请号：KR1020080118626
申请日：2008-11-27
Applicant: 현대자동차주식회사
Inventor： 정민영
CPC classification number: Y02T90/168 , Y04S30/12
Abstract: PURPOSE: A system and a method for optimizing generation control of a vehicle battery are provided to improve fuel efficiency of a vehicle by varying a target SOC(State Of Charge) of the vehicle battery according to an external temperature. CONSTITUTION: A vehicles wireless internet receiver(11) receives local temperature forecast data from a Korea Meteorological Administration internet server. A GPS(Global Positioning System) receiver(12) receives a GPS signal from a GPS satellite and grasps the position of the vehicle. An ECU(Electronic Control Unit)(13) decides the target SOC of a battery using the position information of the vehicle and local temperature forecast data. A generator(14) charges a battery(15) according to the control of the ECU.
Abstract translation: 目的：提供一种用于优化车辆电池的发电控制的系统和方法，以通过根据外部温度改变车辆电池的目标SOC（充电状态）来提高车辆的燃料效率。 规定：车载无线互联网接收机（11）接收来自韩国气象局互联网服务器的当地温度预报数据。 GPS（全球定位系统）接收机（12）从GPS卫星接收GPS信号并掌握车辆的位置。 ECU（电子控制单元）（13）使用车辆的位置信息和当地温度预测数据来决定电池的目标SOC。 发电机（14）根据ECU的控制对电池（15）充电。
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Patent Agency Ranking
公开(公告)号：KR101526419B1
公开(公告)日：2015-06-11
申请号：KR1020130156686
申请日：2013-12-16
Applicant: 현대자동차주식회사 , 아주대학교산학협력단
Abstract: 본발명은에어플랩, 전동식워터펌프, 냉각수유량측정장치등을포함하는하이브리드자동차의전력전자부품냉각시스템의고장진단방법및 시스템에관한것이다. 이를위한본 발명의실시예에따른고장진단방법은하이브리드자동차의전력전자부품냉각시스템을이루는단품의상태및 정보를모니터링하는단계; 상기모니터링된상태및 정보를해당단품의정상동작시의상태및 정보와비교하는단계; 및상기모니터링된 상태및 정보가상기해당단품의정상동작시의상태및 정보와설정값이상차이가있으면, 상기해당단품이고장인것으로진단하는단계;를포함할수 있다.
Abstract translation: 本发明涉及一种用于诊断混合动力车辆的电力电子部件冷却系统的故障的方法和系统，包括空气挡板，自动水泵和冷却剂流量测量装置。 为达到此目的，根据本发明的实施例，该方法包括监视形成电力 - 电子部件冷却系统的单元的信息和状态的步骤; 将监视的信息和状态与单元的正常操作的信息和状态进行比较的步骤; 以及如果所监视的信息和状态之间的设定值与单元的正常操作的信息和状态之间存在差异，则诊断单元具有故障的步骤。
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公开(公告)号：KR101427928B1
公开(公告)日：2014-08-08
申请号：KR1020120131066
申请日：2012-11-19
Applicant: 현대자동차주식회사
Abstract: 본 발명은 차량이 감속 주행중인 상태에서 엔진의 아이들 정지와 재시동을 능동적으로 제어하여 연비개선을 제공하는 차량의 엔진 제어방법이 개시된다.
본 발명은 가속페달의 팁 아웃에 따른 감속 주행이 검출되는지 판단하는 과정; 감속 주행이 판단되면 브레이크의 작동 상태를 검출하여 브레이크가 작동 오프를 유지하는지 판단하는 과정; 감속 주행에서 브레이크가 작동 오프를 유지하면 연비 향상을 위해 변속단을 중립으로 제어하고 엔진을 아이들 정지 제어하는 과정; 엔진이 아이들 정지된 감속 주행에서 가속페달의 팁 인으로 재주행이 판정되면 엔진을 재시동하고 주행변속단을 결합하는 과정을 포함한다.-
公开(公告)号：KR101405745B1
公开(公告)日：2014-06-13
申请号：KR1020120113515
申请日：2012-10-12
Applicant: 현대자동차주식회사
Abstract: 본 발명의 차량의 엔진 토크 제어방법은 발전기(1)의 부하 변화로부터 계산된 발전기 전력을 이용해 엔진(5)에서 변화되는 Δ엔진토크가 산출되고, Δ엔진토크가 엔진토크에 더해져 목표엔진토크로 전환되며, ECU(3)가 목표엔진토크로 엔진(5)을 제어함으로써, 발전기의 발전량 변화(부하변화)가 증가하는 시점에서 정밀하게 감지된 발전 부하를 발전기의 피드백 듀티(Feedback Duty)로 활용하고, 정밀하게 감지된 발전부하로 엔진 제어에 필요한 목표토크가 계산된 상태에서 ECU가 엔진 제어를 수행함으로써 엔진 제어의 안전성이 크게 높아질 수 있으면서 NVH(Noise, Vibration, Harshness)를 크게 개선하는 특징을 갖는다.
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公开(公告)号：KR1020140065650A
公开(公告)日：2014-05-30
申请号：KR1020120131067
申请日：2012-11-19
Applicant: 현대자동차주식회사
CPC classification number: F02D41/065 , B60W10/10 , F02N11/08 , Y02T10/48
Abstract: Disclosed is a control method for restarting the engine of a vehicle, wherein the control method minimizes the generation of impacts by actively controlling the idle stop and the restart of the engine while the vehicle is driven to decelerate and by improving a torque imbalance between the output of the engine and the input of a transmission when the engine is restarted. The control method for restarting the engine of the vehicle according to the present invention comprises a process of determining whether the deceleration of the vehicle is started; a process of determining the operational state of a brake when the deceleration of the vehicle has started; a process of controlling the shift gears of the transmission to be in neutral and controlling the engine to be in an idle stop state when the off operation of the brake is maintained in the deceleration of the vehicle; a process of determining whether the re-driving of the vehicle is detected in the deceleration of the vehicle while the off operation of the brake is maintained under the condition of the idle stop of the engine; and a process of synchronizing the RPM of the engine and the RPM of a turbine by driving the engine using a motor when the re-driving of the vehicle is detected, and then restarting the engine.
Abstract translation: 公开了一种重新启动车辆的发动机的控制方法，其中，所述控制方法通过主动地控制所述车辆被驱动减速时的所述怠速停止和所述发动机的重新起动来最小化冲击的产生，并且通过改善所述输出的转矩不平衡 并且当发动机重新起动时输入变速器。 根据本发明的用于重新启动车辆的发动机的控制方法包括：确定车辆的减速度是否开始的过程; 当车辆减速开始时确定制动器的操作状态的过程; 当制动器的关闭操作保持在车辆的减速时，将变速器的变速档控制为空档并控制发动机处于怠速停止状态的过程; 在发动机的怠速停止的条件下，在制动器的关闭动作保持的同时，判断在车辆的减速时是否检测到车辆的重新行驶的处理; 以及当检测到车辆的重新驾驶时通过使用马达驱动发动机来同步发动机的RPM和涡轮的RPM的过程，然后重新启动发动机。
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公开(公告)号：KR1020140049122A
公开(公告)日：2014-04-25
申请号：KR1020120113515
申请日：2012-10-12
Applicant: 현대자동차주식회사
CPC classification number: F02D29/06 , B60W10/08 , B60W2710/0666 , F02D45/00 , F02D2250/18
Abstract: A method for controlling the engine torque of a vehicle of the present invention calculates Δ engine torque changed in an engine (5) using generator power calculated from the load change of a generator (1); converts the Δ engine torque into target engine torque by adding the Δ engine torque to the engine torque; and allows an ECU (3) to control the engine (5) with the target engine torque. The present invention can utilize, as feedback duty, the generation load precisely detected in a point when the change of the generation amount of a generator (load change) is increased and can remarkably improve noise, vibration, and harshness (NVH) and remarkably increase the safety of the engine control by allowing the ECU to control the engine while the target torque required to control the engine is calculated with the precisely detected generation load. [Reference numerals] (AA) Start; (BB,DD) No; (CC,EE) Yes; (FF) End; (S10) Engine On; (S100) Engine Off?; (S20) Generator RPM > a or Duty > b; (S30) Δ engine torque calculating = 0; (S40) Generator current calculating = f(engine RPM, duty); (S50) Generator temperature calibrating = f(cooling water temperature, intake air temperature, external air temperature); (S60) Generator final current; (S70) Generator power calculating = f(power, voltage); (S80) Δ engine torque calculating = f(power, η, engine RPM); (S90) Target engine torque = engine torque + Δ engine torque
Abstract translation: 本发明的车辆的发动机转矩的控制方法使用从发电机（1）的负载变化计算出的发电机功率来计算发动机（5）中变更的发动机转矩。 通过将Δ发动机转矩与发动机转矩相加，将Δ发动机转矩转换成目标发动机转矩; 并且允许ECU（3）以目标发动机扭矩来控制发动机（5）。 本发明可以将发电机的发电量（负载变化）的变化提高并且可以显着地提高噪声，振动和粗糙度（NVH）的显着性提高时，将作为反馈负荷的发电负荷用作精确检测的发电负荷。 通过精确检测到的发电负载来计算在控制发动机所需的目标转矩的情况下，通过允许ECU来控制发动机的发动机控制的安全性。 （附图标记）（AA）开始; （BB，DD）否; （CC，EE）是; （FF）结束; （S10）发动机开; （S100）发动机关闭 （S20）发电机RPM> a或Duty> b; （S30）△发动机扭矩计算= 0; （S40）发电机电流计算= f（发动机转速，负载）; （S50）发电机温度校准= f（冷却水温度，进气温度，外部空气温度）; （S60）发电机最终电流; （S70）发电机功率计算= f（功率，电压）; （S80）Δ发动机扭矩计算= f（功率，η，发动机转速）; （S90）目标发动机扭矩=发动机扭矩+Δ发动机扭矩
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