FR2908476A1 - Control device for vehicle's petrol engine, has section suppressing fluctuation of engine by controlling energy generation quantity and moment of torsion generated from machine based on load of vehicle and energy quantity of supply system - Google Patents

Abstract

The device has a control circuit to control field and armature currents (iF, iA) of a rotary electric machine (2). A detection part detects an electrical energy quantity in a power supply system (5) connected to the machine. An electronic control unit (4) has a suppressing section to suppress rotational fluctuation of an internal combustion engine (1) of a vehicle by controlling an electrical energy generation quantity and moment of torsion generated from the machine based on electrical energy load of the vehicle, the energy quantity of the system and a rotation speed (Ne) of the machine.

Description

1 CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

  FIELD OF THE INVENTION The present invention relates to a control device for an internal combustion engine installed on a vehicle, and particularly to a control device for an internal combustion engine in which the stability of the operating state of the The internal combustion engine is improved by controlling a rotary electric machine connected to the internal combustion engine for both the electric drive and the power generation.

  Description of the Related Art Conventionally, a control device has been proposed which serves to suppress the variation of the rotational speed of an internal combustion engine by using a rotary electric machine connected to the internal combustion engine installed on a vehicle for the electric drive as well as the generation of electrical energy. In general, the conventional control device for an internal combustion engine controls the generated torque of the rotary electric machine to neutralize the rotational fluctuation of the internal combustion engine by switching the operating state of the rotary electric machine between a electrically operating or driving state and a state of energy generation (see, for example, a first patent document: Japanese Patent No. 2617936). In the conventional device such as that described in the first patent document mentioned above, to suppress the rotational fluctuation of the internal combustion engine (i.e., to suppress the torsion moment generated), the state of The operation of the internal combustion engine is switched between the electrical operating state and the power generation state to thereby generate the twisting moment pulsating in a direction opposite to that of the rotational fluctuation of the internal combustion engine. At this time, the average value of the output of the rotating electric machine becomes a power generation quantity to provide an output amount corresponding to a charge amount of the vehicle. Here, note that a power supply system (eg, battery, capacitor, etc.) is connected to the rotating electric machine. In the conventional control device for an internal combustion engine, no consideration is given to the charged state of the electrical supply system connected to the rotary electric machine, in the case where the charged state of the electrical system is a state of charge of the power supply becomes overloaded when the amount of electrical power generation of the machine is, therefore, of maximum power, finds it in a state of electrical rotating becomes higher than the load 2908476 3 d the electrical energy of the vehicle, and as a result there is a problem of causing adverse influences such as a reduction in service life, etc., on the power supply system. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a control device for an internal combustion engine that is capable of suppressing the rotational fluctuation of the internal combustion engine in an efficient manner by controlling The operating state of a rotary electric machine is correctly achieved without applying an inappropriate or excessive load to an electrical supply system connected to the rotating electrical machine. Keeping in mind the above object, a control device for an internal combustion engine according to the present invention comprises: a rotary electric machine for both electrical operation and electric power generation which is connected to the internal combustion engine; a control circuit which controls at least one of a field current and a frame current of the rotating electric machine; a rotational speed detecting part which detects the individual rotational speeds of the internal combustion engine and the rotary electric machine; a power supply system connected to the rotary electric machine; an electrical energy detecting portion which detects an amount of electrical energy from the electrical power supply system; and a rotational fluctuation suppression section that suppresses rotational fluctuation of the internal combustion engine. The rotational fluctuation suppression section 5 controls an amount of electrical power generation and the torque generated from the rotary electric machine according to a charge of electrical energy of the vehicle, the amount of electrical energy of the power supply system, and the speed of rotation of the rotating electric machine. According to the present invention, by controlling the field current or the armature current of the rotary electric machine based on the rotational speeds of the internal combustion engine and the rotary electric machine, the amount of electrical energy or power ( the amount of electric power charged) of the power supply system, and the electrical energy load of the vehicle, the generated torque of the rotary electric machine is controlled to suppress the rotational fluctuation of the internal combustion engine, by means of that the driving comfort of the vehicle can be improved particularly during the low speed rotation of the internal combustion engine with a large rotational fluctuation, and the specific radius of the vehicle can also be improved. The foregoing and other objects, functions and advantages of the present invention will become more readily apparent to those skilled in the art from the following detailed description of the preferred embodiments of the present invention taken in conjunction with the drawings of the present invention. accompaniment. BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will emerge more clearly on reading the following description, made with reference to the accompanying drawings, in which: FIG. 1 is a block diagram showing a device control system for an internal combustion engine according to a first embodiment of the present invention, wherein an example of the control device for a vehicle system is illustrated schematically. Fig. 2 is a flowchart illustrating a control operation according to the first embodiment of the present invention. Fig. 3 is a waveform diagram showing the changes in time of the amount of electrical energy generated and the torque generated during the control operation according to a second embodiment of the present invention. Fig. 4 is a waveform diagram showing the changes in time of the amount of electrical energy generated and the torque generated during the control operation according to a third embodiment of the present invention. Fig. 5 is an explanatory view showing an example of a control map of a rotary electric machine according to a fifth embodiment of the present invention. Fig. 6 is an explanatory view showing another example of a control map of the rotary electric machine according to the fifth embodiment of the present invention. Fig. 7 is a block diagram showing a control device for an internal combustion engine according to a sixth embodiment of the present invention, in which an example of the control device for a vehicle system is schematically illustrated. Fig. 8 is a flowchart illustrating a control operation according to the sixth embodiment of the present invention. Fig. 9 is an explanatory view showing an example of a control map of an internal combustion engine according to the sixth embodiment of the present invention. DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Embodiment 1 Referring to the drawings and first in FIG. 1, a control device is shown for an internal combustion engine according to a first embodiment of the present invention, wherein the control device in an installed state on a vehicle system is schematically illustrated. In FIG. 1, an internal combustion engine 1, such as a gasoline engine, is installed on a vehicle and is operatively connected to the tires or wheels 6 of the vehicle, and a rotary electric machine 2 to 5 for the electrical operation and the generation of electrical energy has a rotation shaft mechanically connected to a rotation shaft of the internal combustion engine 1. In addition, a power supply system 5 comprising a battery, a capacitor, etc., is connected to the rotary electric machine 2 by an inverter (control circuit) 3 which performs the conversion to three-phase direct current (DC). The rotary electric machine 2 is controlled under the control of an electronic control unit (ECU) 4 by the inverter 3. The inverter 3 controls a field current iF for the rotary electric machine 2 so that when the rotary electric machine 2 functions as an electric motor, a required amount of reinforcing current iA is supplied to the rotary electric machine 2 in order to assist the output torque of the internal combustion engine 1. Also, when the rotary electric machine 2 functions as an electric motor, the inverter 3 25 charges the power supply system 5 with a power generation quantity corresponding to the armature current iA from the rotating electric machine 2. A speed of rotation of the internal combustion engine 1, a power generation quantity la of the rotary electric machine 2, and 2908476 8 a quantity of energy e electrical or power (the amount of electric power loaded) C of the power supply system 5 are entered in the ECU 4 as information on the conditions of the vehicle. In addition, a rotational speed Na of the rotary electric machine 2 is input to the ECU 4. In addition, as will be described later, the detected information (vehicle conditions, out-of-vehicle information) from different types The detectors 10 are also input to the ECU 4. The various types of sensors include a rotational speed detecting part which detects the individual rotational speeds Ne, Na of the internal combustion engine 1 and the rotary electric machine 2. 15, respectively, and an electrical energy detecting portion which detects the amount of electrical power or power C of the power supply system 5. For example, information such as the rotational speed Ne of the internal combustion engine 1 , the rotational speed Na of the rotary electric machine 2, the electrical energy load of the vehicle, the amount of electrical energy or power C of the system 5, etc., are input into the ECU 4. The ECU 4 calculates and outputs a control command 1c to the internal combustion engine 1 and a control command 3c to the inverter 3 on the base of the various types of input information, so that the operating state of the rotary electric machine 2 is thus controlled by the internal combustion engine 1 and the inverter 3. The ECU 4 controls 2908476 9 the rotational speed Ne of the internal combustion engine 1 by means of the control instruction 1c to the internal combustion engine 1, and controls at least one of the field current iF and the armature current iA of the rotary electric machine 2 by means of the control command 3c to the inverter 3. The tires or the wheels 6 of the vehicle are rotated by the output torque of the internal combustion engine 1 as a power source (force 10d). 'training). In addition, the ECU 4 includes a rotational fluctuation suppression section which suppresses the rotational fluctuation of the internal combustion engine 1. The rotational fluctuation suppression section in the ECU 4 controls the amount of power generation. the electric power and the torque Ta generated from the rotary electric machine 2 as a function of the electrical energy load of the vehicle, the amount of electrical energy C of the power supply system 5 and the speed of the rotation Na of the rotary electric machine 2. Next, reference will be made to the operation of suppressing the rotational fluctuation of the internal combustion engine 1 according to the first embodiment of the present invention as shown in FIG. 1, with reference to FIG. FIG. 2 is a flowchart illustrating an algorithm of the control operation of the ECU 4 according to the first embodiment of FIG. of the present invention. In FIG. 2, firstly, the ECU 4 decides a rotational speed control value Ne * of the internal combustion engine 1 according to the condition information of the vehicle from the various types. detectors and driver instructions (step S1). In addition, the ECU 4 decides on a power generation value Ia * of the rotary electric machine 2 based on the electrical energy load of the vehicle (step S2). Then, the rotational speed Ne (measured value) of the internal combustion engine 1 is read from the various types of detectors (rotational speed detection part) installed on the internal combustion engine 1, and a difference of speed ANe (= Ne * 15 - Ne) between the speed of rotation Does not read thus and the value Ne * of rotation speed control is calculated as a value corresponding to a rotational fluctuation, then a torque control value T * of torque generated from the rotary electric machine 2 to neutralize the rotational fluctuation of the internal combustion engine 1 is determined (step S3). Then, the amount of electrical energy C (measured value) of the power supply system 5 is read, and it is determined to which of three ranges belongs the level of the amount of electrical energy C, by comparing the amount of electricity. electrical energy C at an upper limit threshold Cmax and at a lower limit threshold Cmin, respectively (step S4). When it is determined that C> Cmax in step S4 (that is, the amount of electrical energy is substantially in a fully charged state), firstly the rotational fluctuation control is executed so that the the electric power generation quantity la of the rotary electrical machine 2 is controlled so as not to generate more electricity than the electrical energy load of the vehicle (step S5), then a return to step S1 is performed . At this time, the power supply system 10 is almost in a state of maximum load, and if the amount of electric power generation C exceeds the electrical energy load of the vehicle, excessive electrical energy is supplied to the system 5, which is therefore in a state of overload. Therefore, it is necessary to control the amount of electrical power generation of the rotary electric machine 2 to prevent energy generation exceeding the electrical energy load of the vehicle. On the other hand, when it is determined in step S4 that Cmax? VS ? Cmin (that is, the amount of electrical energy C is in a normal range where it is less than or equal to a maximum loading quantity), a second rotary fluctuation control is executed, and a return to step S1 is executed (step S6). In this case, a quantity of change of the electric power generation quantity la of the rotary electric machine 2 with respect to the electric energy load of the vehicle is compensated (recharged or absorbed) by the power system 2908476 12 electric 5, so that the generated torque Ta of the rotary electric machine 2 can be controlled in one direction to suppress the rotational fluctuation (the speed difference ANe) of the internal combustion engine 1. Moreover, when it is determined in step S4 that C <Cmin (that is, the amount of electrical energy C is extremely limited), all kinds of rotational fluctuation control are inhibited (step S7) and a return to step S1 is performed. In this case, the amount of electrical energy C of the power supply system 5 is less than the lower limit threshold Cmin, so if a small amount of electrical energy by which the amount of electric power generation of the machine 2 is less than the electrical energy load of the vehicle must be recharged from the power supply system 5 in order to suppress the rotational fluctuation of the internal combustion engine 1, the power supply system 5 passes to a excessive discharge condition. Therefore, to avoid such a situation, it is necessary to inhibit the rotational fluctuation control to suppress the rotational fluctuation of the internal combustion engine 1. Thus, by switching the control of the rotary electric machine 2 according to the levels respective of the amount of electrical energy C of the power supply system 5, it is possible to prevent the power supply system 5 from going to an overload condition and to an excessive discharge state, whereby it is possible to prevent problems such as the reduction of the service life, fires, etc. of the electrical power supply system 5. Moreover, the rotational fluctuation of the internal combustion engine 1 can be suppressed without charging the system. In particular, the driving comfort of the vehicle at idle, when the internal combustion engine 1 operates at low rotational speed. ation, can be improved. Further, the driving comfort is not likely to be impaired even if the rotational speed of the internal combustion engine 1 is controlled to be lower than the general idle speed of the same, so that it is possible to further reduce idle speed, thereby improving fuel economy. As described above, according to the first embodiment of the present invention, the control device for an internal combustion engine comprises the rotary electric machine 2 for electrical operation and the generation of electrical energy, connected to the combustion engine. 1, and the power supply system 5 connected to the rotary electric machine 2, where the generated torque T 1 of the rotary electric machine 2 is controlled to suppress the rotational fluctuation of the internal combustion engine 1 by controlling the current of the field 30 iF or the armature current iA of the rotary electric machine 2 on the basis of the individual rotational speeds 2908476 14 of the internal combustion engine 1 and the rotary electric machine 2, of the quantity of energy electrical power system C 5 and information on the load 5 of electrical energy of the vehicle. At this time, when the amount of electrical power C of the power supply system 5 is in the stationary range which is less than or equal to the upper limit threshold Cmax, the generated torque T 1 of the rotary electric machine 2 is changed in order to suppress the rotational fluctuation of the internal combustion engine 1 according to the second rotational fluctuation control, whereas when the amount of electrical energy C exceeds the upper limit threshold Cmax, the rotary electric machine 2 is controlled to maintain the the electrical power generation quantity la out of the total output of the rotary electric machine 2 to a constant value (or 0) so as to prevent the overload of the power supply system 5. Thus, the overload of the power supply system 5 can be avoided by maintaining constant the amount of electrical energy generation, whereby we can and to prevent problems such as the reduction of the service life, fires, etc., of the power supply system 5. Moreover, by eliminating the rotational fluctuation of the internal combustion engine 1, it is possible to improve the driving comfort especially during the low speed (idling) rotation of the internal combustion engine 1 in which the rotational fluctuation thereof is great. Also, the idling speed, when the internal combustion engine 1 is running to run at low speed, can be further lowered, thereby improving the fuel economy of the vehicle. Embodiment 2 Although no particular mention is made in the first embodiment mentioned above, when the generated torque Tc of the internal combustion engine 1 is increased in the first rotational fluctuation control (step S5 on Figure 2), the power generation efficiency of the rotary electric machine 2 can be reduced. Fig. 3 is a waveform diagram showing the operation of a control device for an internal combustion engine according to a second embodiment of the present invention, wherein the energy generation efficiency of a rotating electric machine 2 is reduced when the generated torque Tc of an internal combustion engine 1 is increased, with the rotational fluctuation which is generated in the internal combustion engine 1. The FIG. FIG. 3 represents the changes over time of the electric power generation quantity la and the generated torque T 1 of the rotary electric machine 2, 30 and the generated torque T e of the internal combustion engine 1 when the first rotational fluctuation control is performed (in case the amount of electrical energy C of a power supply system 5 is almost in a state of maximum charge). In FIG. 3, the generated torque Tc of the internal combustion engine 1 increases and decreases with time as a function of the rotational fluctuation of the internal combustion engine 1. In this case, a section for suppressing the rotational fluctuation in an ECU 4 is constructed to variably control the efficiency of the rotary electric machine 2, wherein when the generated torque Tc of the internal combustion engine 1 increases, the power generation efficiency of the rotary electric machine 2 is reduced so as to define the electric power generation quantity la at a fixed or constant value, as indicated in FIG. 3. In other words, when the generated torque Tc of the internal combustion engine 1 increases in the first rotational fluctuation control 20 of the rotary electric machine 2 (step S5), the rotary electric machine 2 is controlled such that an excessive amount of generated torque Tc is absorbed by lowering the power generation efficiency of the rotary electric machine 2 in a suitable manner. Although the rotary electric machine 2 receives the generated torque Tc from the internal combustion engine 1 to thereby generate electricity, it generally converts the generated torque T 1 into an electric power generation quantity. the conversion efficiency higher than the rotary electric machine 2 can send out so as not to consume additional energy. However, in the case where the generated torque T e increases due to the rotational fluctuation of the internal combustion engine 1, the amount of electric power generation will increase when the amount of torque increase is to be consumed. by the rotary electric machine 2, so that a higher power generation amount than the vehicle electrical energy load will be executed. At this time, when the amount of electrical power C of the power supply system 5 is less than that in the state of maximum charge, an increase in an amount of electric power generation can be absorbed by charging. the power supply system 5, but when the power supply system 5 is almost in the state of maximum load, the increase in the amount of electric power generation can not be absorbed by the power system. power supply 5, therefore the power supply system 5 is in an overload condition. Accordingly, it is desirable that when the generated torque Tc of the internal combustion engine 1 increases while the power supply system 5 is at the maximum load state, the amount of torque to be consumed must be Increased by lowering the power generation efficiency of the rotary electric machine 2 without modifying the electric power generation quantity la of the rotary electric machine 2, whereby a quantity of the generated torque Tc corresponding to the rotational fluctuation of the internal combustion engine 1 is absorbed. Thus, by controlling to lower the power generation efficiency of the rotary electric machine 2, it is possible to prevent the power supply system 5 from reaching an overload condition, as discussed above, by Therefore, problems such as reduced life, fires, etc., of the power supply system 5 can be prevented. In addition, the amount of electrical power generation of the rotary electric machine 2 can be increased. kept constant by controlling the efficiency of the rotary electric machine 2 in a variable manner and in addition, the overload of the power supply system 5 can be avoided when the amount of electrical energy C of the power supply system 5 is equal to or greater than an upper limit threshold Cmax. In addition, by suppressing the rotational fluctuation of the internal combustion engine 1, the driving comfort of the vehicle can be improved, as discussed above, and the rotational speed of the internal combustion engine 1 when it is slowed down can be further lowered, thereby improving the fuel economy of the vehicle. Embodiment 3 Although no particular mention is made in the first embodiment mentioned above, in the first rotational fluctuation control (step S5 in FIG. 2), the operating state of the machine Rotary electrical 2 can be switched between a state of ordinary power generation and a three-phase short-circuited state. FIG. 4 is a waveform diagram showing the operation of a control device for an internal combustion engine according to a third embodiment of the present invention, in which the operating state of a machine rotating electrical 2 is switched between a state of energy generation and a three-phase short-circuited state. In the same way as explained above (see FIG. 3), the waveform diagram of FIG. 4 represents the changes in time of the electric power generation quantity la and the torsional momentum generated Ta. of the rotary electric machine 20 and the generated torque Tc of the internal combustion engine 1 when the first rotational fluctuation control is executed (in the case where the amount of electrical energy C of a power supply system 5 is almost in a state of maximum load). In this case, a rotational fluctuation suppression section in an ECU 4 is constructed so that the operating state of the rotary electric machine 2 is switched between a driving state, a power generation state, and a three-phase state short-circuited. In other words, in order to suppress the rotational fluctuation of the internal combustion engine 1 in the first rotational fluctuation control (step S5), the rotary electric machine 2 is controlled to switch between the ordinary power generation state and the Three-phase state short-circuited to absorb excessive generated torque T o of the internal combustion engine 1. In FIG. 4, the aforementioned switching control 10 is indicated by rectangular waves. For example, when the rotating electrical machine 2 switches to a short-circuit three-phase state, the electric power generating amount becomes 0, so that the generated torque Tc of the internal combustion engine 1 can be absorbed by function of the field current iF. Accordingly, in the case where the rotational speed of the internal combustion engine 1 is increased by the rotational fluctuation thereof and thereby the generated torque Tc of the internal combustion engine 1 which should be absorbed by the rotating electric machine 2 becomes important, it is possible to absorb the generated torque Tc by reducing the amount of electrical energy generation to zero without generating electricity. At this time, in the case where there is a charge of electric energy of the vehicle, an electric power generation quantity corresponding to the electrical energy charge of the vehicle is supplied from the rotary electric machine 2. optimally controlling the cyclic ratio of the three-phase short-circuited state (Ia = 0) and the state of energy generation. As described above, in the first rotational fluctuation control, by controlling to switch the rotating electrical machine 2 between drive state, power generation state and short-circuit three-phase state, and by applying the three-phase short-circuited state, the generated torque Tc from the internal combustion engine 1 can be absorbed while reducing to zero the amount of electrical power generation from the rotary electric machine 2. In FIG. Accordingly, as discussed above, the overload condition of the power supply system 5 can be avoided, and problems such as the reduction in service life, fires, etc. of the power supply system can be avoided. In addition, the driving comfort of the vehicle during the low speed rotation of the internal combustion engine 1 can be improved, and the rotational speed of the internal combustion engine 1 when it is idling can still be lowered, thus improving the fuel economy of the vehicle. Embodiment 4 Although not particularly described in the first embodiment mentioned above, in the second rotational fluctuation control (step S6 in Fig. 2), the operating state of the rotary electric machine 2 may be switched 2908476 22 between an ordinary power generation state and a boost-chopping power generation state. In this case, a rotational fluctuation suppression section in an ECU 4 is constructed so that the operating state of the rotary electric machine 2 is switched between a driving state, a power generation state and a state of transistors breaking power generation. In other words, in the second rotational fluctuation control (step S6) when the amount of electrical energy C of a power supply system 5 is in a stationary range, to suppress the rotational fluctuation of the internal combustion engine 1, the operating state of the rotary electric machine 2 is switched between an ordinary power generation state and a boost chopper power generation state. Although in general, the electric power generation quantity la of the rotary electrical machine 2 depends on the rotation speed Na of the rotary electric machine 2, the generated voltage becomes lower than a battery charging voltage (a terminal voltage of the power supply system 5) during the low speed rotation of the internal combustion engine 1, so that the generation of electrical energy can not be performed. Therefore, to generate electricity during the low speed rotation of the internal combustion engine 1, it is necessary to raise the voltage generated for the generation of electricity by means of a chopper. In particular, if the rotational speed Ne of the internal combustion engine 1 is lowered during the low speed rotation thereof (idle, etc.), the rotational fluctuation 5 of the internal combustion engine 1 becomes larger, so that the minimum level of rotation speed is further reduced, thus providing a possibility that electricity can not be generated by the rotary electric machine 2. However, by raising the generation voltage of the rotary electric machine 2 by means of of the step-up chopper, it becomes possible to generate electricity with a still lower rotational speed, even if the idle speed 15 of the internal combustion engine 1 is reduced, the control for the suppression of the rotational fluctuation can be executed. Thus, as the control of the rotary electric machine 2 to suppress the rotational fluctuation of the internal combustion engine 1, the operating state of the rotary electric machine 2 is switched between the driving state, the generating state and the driving state. ordinary energy, and the state of energy generation using the transistor cut-off power generation, whereby the output of the internal combustion engine 1 can be removed with a still lower rotational speed of the electric machine rotary 2 by executing the generation of cut-off energy by means of a transistor. As a result, the rotational variation of the internal combustion engine 1 can be suppressed in a much wider rotational speed range. In addition, by increasing the amount of electric power generation 1a of the rotary low speed rotating electric machine 2, it is possible to prevent the reduction of a quantity of the electrical energy C of the supply system. 5 in the second rotational fluctuation control (step S6). In addition, the idle speed 10 can be lowered by a sufficient value without deteriorating the driving comfort of the vehicle, so that the fuel economy of the vehicle can be improved. Embodiment 5 Although in the third and fourth embodiments mentioned above, no specific mention is made of the selection condition of the switching control of the rotary electric machine 2, the switching can be done in depending on the electrical energy load of the vehicle, the rotational speed Ne of the internal combustion engine 1 and the amount of electrical energy C of the power supply system 5. FIG. 5 and FIG. explanatory views which respectively represent operating state maps of a rotary electric machine 2 according to a fifth embodiment of the present invention, in which the operating states of the rotary electric machine 2 are illustrated which are selected in accordance with the present invention. depending on the load of electric energy of a vehicle, the rotational speed Ne of an internal combustion engine 1 and the An example of a map for illustrating the operating state of the rotary electric machine 2 (a drive state, a drive state) is shown in FIG. state of energy generation and a short-circuit three-phase state) based on the electrical energy charge of the vehicle 10 (corresponding to the amount of electric power generation Ia) and on the amount of electrical energy C supplied by the Electrical Power System 5. Also in Fig. 6 is illustrated an example of a map for choosing between power generation methods of the rotary electric machine 2 (a power generation state of rectification at diode according to a diode, and a state of cutoff energy generation according to a transistor) based on the rotational speed Ne of the internal combustion engine 1. In this case, a rotational fluctuation suppression section 4 in the ECU 4 correctly uses the various types of control by switching the operating state of the rotary electrical machine 2 between four kinds of switching control states including a drive state, a power generation state. , and a switching control state between a driving state and a power generation state, and a three-phase state short-circuited according to the vehicle electrical energy load (the amount of power generation Ia) and the amount of electrical power C of the power supply system 5, and at the same time by switching the power generation state between a diode rectifying power generation state, a state generating transistor switching power, and a switching control state between a rectifying power generation state and a cutoff power generation state in accordance with the present invention. In other words, as the operating state of the rotary electric machine 2, an optimum control state is selected from four kinds of control state including (1) a driving state such as an electric motor, (2) an ordinary power generation control state, (3) a three-phase state bypassed to inhibit power generation, and (4) a control state switching means for switching between a driving state and a power generation state for suppressing the rotational fluctuation as a function of the electric power generation quantity la and the amount of electrical energy C. In FIG. 5, in the case where the electric power generation amount la of the rotary electric machine 2 (the vehicle load) is in a stationary or steady range (0). <the 1), when the amount of electrical power C of the power supply system exceeds an upper limit threshold C max, a switching control state to switch between a drive state and a short three-phase state. circuity (state of inhibition of energy generation) is selected; when the amount of electrical energy C is in a stationary range (Cmin <- C <- Cmax), a switching control state for switching between a drive state 5 and a power generation state is selected; and when the amount of electrical energy C falls below a lower limit threshold Cmin, the ordinary power generation state of inhibition of the rotational fluctuation control is selected. In addition, in FIG. 5, in the case where the electric power generation quantity la of the rotary electric machine 2 exceeds a control value of energy generation la *, when the amount of electric energy C exceeds the limit threshold 15

  higher than Cmax, a switching control state for switching between the power generation state and the short-circuit three-phase state is selected, whereas when the amount of electrical energy C is less than or equal to the upper limit threshold Cmax, the rotational fluctuation control according to the adjustment of the amount of electric power generation (the adjustment of the power generation efficiency according to the second embodiment mentioned above) is executed.

On the other hand, in Fig. 6, the power generation control state of the rotary electric machine 2 is controlled or selected as follows. In other words, when the rotational speed Ne of the internal combustion engine 1 is less than or equal to a lower limit threshold Nmin, a state of cutoff energy generation (boost) according to a transistor is selected; when the rotational speed Ne is within a stationary or steady range (Nmin <Ne <- Nmax), a switching control state to switch between cut-off power generation and rectification power generation ordinary diode is selected; and when the rotational speed does not exceed the upper limit threshold Nmax, a diode rectifying power generation state is selected.

Thus, an optimum operating state of the rotary electric machine 2 is chosen, according to the map of FIG. 5, between the driving state, the state of energy generation and the three-phase state bypassed. depending on the electrical energy load of the vehicle and the amount of electrical energy C of the power supply system 5. In addition, as shown in Fig. 6, particularly for the power generation state of the rotary electric machine 2, the diode rectification energy generation or the cut-off energy generation is selected according to the rotational speed Ne of the internal combustion engine 1. Accordingly, the end control of the state matched to the condition of the vehicle can be achieved, and the rotational fluctuation of the internal combustion engine 1 can be suppressed more efficiently, thereby reducing the idle and protracted rotational speed. ger the power supply system 5.

Also, as discussed above, the electric power generation amount la of the rotary electric machine 2 can be kept constant by changing the efficiency of the rotary electric machine 2, and the overload of the rotary electric machine 2 can be prevented. 5 when the amount of electrical energy C of the power supply system 5 is equal to or greater than the upper limit threshold Cmax, thereby preventing problems such as reduced service life, fires , etc., of the power supply system 5.

In addition, by switching the operating state of the rotary electric machine 2 to the short-circuit three-phase state, it is possible to absorb the generated torsion moment Te from the internal combustion engine 1 by reducing to zero. the amount of generation of electrical energy from the rotary electric machine 2, whereby the overload of the power supply system 5 can be avoided. Further, by switching the driving state of the rotary electric machine 2 to the state of generation of cutoff energy, it becomes possible to eliminate the output of the internal combustion engine 1 even with the rotational speed Even smaller of the rotary electric machine 2, and thus the rotary variation of the internal combustion engine 1 can be suppressed in a much wider rotational speed range. In addition, the operating state of the rotary electric machine 2 is selectively switched between the drive state, the power generation state, the three-phase short-circuit state and the power generation state. transistor switching power as a function of the rotational speed Ne of the internal combustion engine 1, the amount of electrical energy C of the power supply system 5 and the electrical energy load of the vehicle (c ' that is, the amount of electric power generation Ia), and an operating state with the highest effect of suppressing rotational fluctuation is chosen, whereby the rotational fluctuation of the internal combustion engine 1 can be effectively improved, and at the same time the life of the power supply system 5 can be extended. Embodiment 6 Although in the first to fifth embodiments mentioned above no consideration is given to a downtime of a vehicle to which an assisted idling state is applied, an estimated downtime of vehicle is obtained, and an operating state of the internal combustion engine 1 20 can be selected during the downtime. Hereinafter, reference will be made to a sixth embodiment of the present invention in which an operating state of an internal combustion engine 1 is selected according to an estimated stopping time t of a vehicle. 7 to 9 in conjunction with FIG. 1. FIG. 7 is a schematic diagram showing the schematic construction of a vehicle system on which a control device for an internal combustion engine according to the sixth embodiment of FIG. embodiment of the present invention is installed, in which the parts or components similar to those described above (see Figure 1) are identified by the same symbols or by the same symbols with A added at the end, while omitting a detailed explanation of 5 these. Further, these portions such as a power supply system 5, etc., which are not shown in FIG. 7, are as shown in FIG. 1. FIG. 8 is a flowchart illustrating an exemplary operation of FIG. Control according to the sixth embodiment of the present invention, and Fig. 9 is an explanatory view showing an example of a control map M1 used to select an operational state according to the sixth embodiment of the present invention. present invention. In the control map M1 of FIG. 9, reference times ta, tb, tc to be compared with the estimated stopping time t are in the relation of ta <tb <tc, and the reference time tc corresponds to a threshold upper limit.

In Fig. 9, the operating mode of the internal combustion engine 1 is selected as follows. An idle mode is chosen in the case where t <_ ta in which the estimated stopping time t is extremely short; an assisted idle mode is chosen in the case where the <t <- tb in which the estimated stopping time t is in an intermediate range; and a stop and restart mode (hereinafter abbreviated ISS) is chosen in case tb <t tc in which the estimated stopping time t is relatively long.

In Fig. 7, an ECU 4A includes a stopping time evaluation section which calculates the estimated stopping time t of the vehicle and a state selecting section which selects the state of the combustion engine. internal 1 during the vehicle stopping time. The state selection section in the ECU 4A 5 selects between the idle state using the internal combustion engine 1 alone, the idle state using the rotary electric machine 2 together with the internal combustion engine 1, and the stopping and restarting state of the internal combustion engine 1 based on at least one of the estimated stopping time t and the amount of electrical energy C of the power supply system 5. Moreover, the selection section of state chooses a state in which one can obtain the best specific radius of action.

As discussed above, the ECU 4A acquires the vehicle information from various types of vehicle-mounted sensors, and runs programs therein using data stored therein in advance to thereby control operating states of the internal combustion engine 1 and the rotary electric machine 2. In addition, a group of devices monitoring the condition of the vehicle 10 and an external group of vehicle information collection devices 20 are connected. at ECU 4A as a dual group of system information collection devices. The ECU 4A decides the operating mode of the internal combustion engine 1 on the basis of the information from the groups of respective information collection devices 10, 20 to thereby control the internal combustion engine 1.

The group of devices monitoring the state of the vehicle 10 includes an accelerator detector 11 which detects the degree of opening of a throttle valve (hereinafter also called an accelerator opening), a temperature detector water 12 which detects the temperature of the cooling water of the internal combustion engine 1, a tilt detector 13 which detects the inclination of the vehicle, a vehicle speed detector 14 which detects the speed of displacement of the vehicle, and a steering detector 15 which detects the steering state of the vehicle. The external group of vehicle information collection devices 20 comprises a high accuracy position detecting device 21 which detects the position of the vehicle with a high degree of accuracy, a self navigating device 22 which automatically executes the command cruiser, a traffic information collection device 23 which collects traffic information in real time, and a front radar device 24 which monitors the events in front of the vehicle. In the external group of vehicle information collection devices 20, the high precision position detection device 21 measures the position of a subject vehicle (i.e., the vehicle on which the device is located. of the present invention is installed) in units of a few meters to a few centimeters using a global positioning system (eg global positioning system or GPS) using a plurality of space satellites with local FM stations used as 2908476 34 reference stations. The autonomous navigation device 22 checks the path of movement of the subject vehicle based on the information from the vehicle speed detector 14, a gyroscope, etc., thereby further improving the detection accuracy of the vehicle detection device. position 21 of high precision. The traffic information collection device 23 captures the state of traffic signals at the intersections, time information on signal changes, information on the traffic status of a road on which the subject vehicle is traveling. move, et cetera. The forward radar device 24 detects a previous vehicle by means of a laser radar, a 15 millimeter wave radar, for example, and monitors the movement of the previous vehicle using various types of cameras. The ECU 4A checks the driving state of the internal combustion engine 1 and the driver's instructions 20 using the accelerator detector 11 of the group of devices monitoring the state of the vehicle 10, determines, on the basis of the detector of the water temperature 12, if the internal combustion engine 1 has been warmed up, measures the attitude or inclination of the vehicle using the inclination sensor 13, determines, based on the vehicle speed sensor 14, if the subject vehicle is stopped, and checks the driver's instruction for a right turn or a left turn using the steering sensor 15. Also, the ECU 4A detects the position on the map of the subject vehicle based on the position information 2908476 from the high precision position detecting device 21 in the external group of vehicle information collection devices 20 and takes information from the disks. Now, reference will be made to the transformation of the ECU 4A according to the sixth embodiment of the present invention as illustrated in Figure 7 while referring to Figures 8 and 9. In the figure 8, firstly, vehicle speed information from the vehicle speed detector 14 is checked to determine if the subject vehicle is in a stopped state (step S101), and when it is determined that the subject vehicle is not in a stopped state (i.e., NO), the determination step S101 is repeated, while when it is determined in step S101 that the subject vehicle is in a stopped state ( i.e., YES), the condition of the vehicle 20 is verified using the information (warm-up status, road gradient, driver instructions, etc.) from the group of devices monitoring the condition of the vehicle 10 (step S102). Then, in response to the warm-up condition, the road gradient, the driver's instructions, etc., it is determined whether the control of the internal combustion engine 1 (idle, assisted idle, ISS, etc.). ) is executable (the precondition to execution is satisfied) (step S103), and when it is determined that the control condition (i.e., the precondition to execution) of the If the internal combustion is not fulfilled (i.e., NO), a return to step 5101 is made. On the other hand, when it is determined in step S103 that the control condition of the internal combustion engine 1 is fulfilled (i.e., YES), the information outside the vehicle is acquired. from the external group of vehicle information collection devices 20 (step S104) and an estimated stopping time t of the vehicle is calculated on the basis of the information acquired (step S105). Finally, an operating condition of the internal combustion engine 1 is selected using the control map M1 shown in Fig. 9 (step S106) and the processing routine of Fig. 8 is completed. In step S106, a state of operation that best meets a desired goal between the idle state, the assisted idle state, and the ISS state is chosen based on the estimated stopping time t thus calculated.

Note here that in the assisted idle state, the rotational speed Ne of the internal combustion engine 1 is lowered compared with that of the ordinary idle state. As a result, the fuel consumption can be suppressed, and the operation of the internal combustion engine 1 is not stopped, so that the next start of the vehicle can be performed quickly. Thus, by adopting, as the control mode of the internal combustion engine 1, the assisted idling state 30 on the basis of the estimated stopping time t thus calculated, the rotational speed of the internal combustion engine 1 can be reduced. at a satisfactory level even when stopping for a relatively short time, thereby improving the specific radius of action and at the same time to get a quick start of the vehicle.

Moreover, since the internal combustion engine 1 is running or operating in the assisted idle state, the specific radius of action can be improved even in a steep slope, where it is difficult for a conventional vehicle to satisfy the condition or condition. ISS state, by lowering the rotational speed of the internal combustion engine 1 to the assisted idle state. As described above, according to the sixth embodiment of the present invention, the estimated stopping time t is calculated on the basis of the information from the group of devices monitoring the condition of the vehicle (various types of detectors, etc. mounted on the vehicle), the external group of vehicle information collection devices 20, etc., and depending on the length of the estimated stopping time t, one or the other The following is selected as the operating state of the internal combustion engine 1, between the idle state of the internal combustion engine 1 only (ordinary idle state), the idle state in which the rotational fluctuation of the internal combustion engine 1 is suppressed. by the rotary electric machine 2 to reduce the rotational speed Ne of the internal combustion engine 1 with respect to the ordinary idle (assisted idle state), and the stopping and restarting state of the combustion engine Internal 1 (ISS status).

As a result, the operating state of the internal combustion engine 1 when the vehicle is stopped can be controlled in a much finer manner, so that it is possible to select an appropriate operating state of the engine to be operated. internal combustion 1 which corresponds to a desired goal. Specifically, by applying the assisted idle state control, the control mode of the internal combustion engine 1 can be finely defined as a function of the estimated stopping time t, thus making it possible to improve the specific radius of action. In addition, the specific radius of action can also be improved by selecting, between the idle state, the assisted idle state and the ISS state, an appropriate control mode of the operating state of the internal combustion engine. 1 during the stopping of the vehicle in which the best specific radius of action can be obtained, depending on the estimated stopping time t thus calculated. Specifically, as indicated in control map M1 (FIG. 9), the state selection section in ECU 4A compares the estimated stopping time t to a first reference time ta and a second reference time tb. which is longer than the first reference time ta, and selects, as the control mode of the internal combustion engine 1, the idle state when the estimated stopping time t is less than or equal to the first reference time ta, the assisted idling state when the estimated stopping time t is greater than the first reference time ta and less than or equal to the second reference time tb, and the stopping and restarting state when the estimated stopping time t is longer than the second reference time tb, whereby the specific radius of action can be improved. While the invention has been described in terms of preferred embodiments, those skilled in the art will recognize that the invention may be applied with modifications within the scope of the appended claims.

Claims (8)

  A control device for an internal combustion engine (1) installed on a vehicle, comprising: a rotary electric machine (2) for both electrical operation and electric power generation, which is connected to said combustion engine internal (1); a control circuit which controls at least one of a field current (iF) and a frame current (iA) of said rotary electric machine (2); a rotational speed detecting part which detects the individual rotational speeds (Na, Ne) of said internal combustion engine (1) and said rotary electric machine (2); a power supply system (5) connected to said rotary electric machine (2); an electrical energy detecting portion which detects an amount of electrical energy from said power supply system (5); and a rotational fluctuation suppression section which suppresses rotational fluctuation of said internal combustion engine (1); wherein said rotational fluctuation suppression section controls an amount of electric power generation and the generated torque (Ta) from said rotary electric machine (2) as a function of an electrical energy load of said vehicle, the amount of electrical energy of said power supply system (5) 2908476 41 and the rotational speed of said rotary electric machine (2).   The control device for an internal combustion engine (1) according to claim 1, wherein said rotational fluctuation suppression section controls the efficiency of said rotary electric machine (2) in a variable manner. 10   The control device for an internal combustion engine (1) according to claim 1, wherein said rotational fluctuation suppression section controls to switch the operating state of said rotary electric machine (2) between a state of rotation. drive, a state of power generation and a three-phase state bypassed. 20   The control device for an internal combustion engine (1) according to claim 1, wherein said rotational fluctuation suppression section controls to switch the operating state of said rotary electric machine (2) between a state of rotation. drive, a power generation state, and a transistors power off state. 2908476 42   The control device for an internal combustion engine (1) according to claim 1, wherein said rotational fluctuation suppression section switches the operating state of said rotary electric machine (2) between a driving state, a power generation state and a switching control state between said driving state and said power generation state, and a three-phase state short-circuited according to the electrical energy load of said vehicle and the amount of electric power of said power supply system (5); and said rotational fluctuation suppression section switches said power generation state between a diode rectification power generation state, a transistor off-switch power generation state, and a switching control state switching between said state generating grinding power generation and said breaking power generation state as a function of the rotational speed of said internal combustion engine (1). 25   The control device for an internal combustion engine (1) according to claim 1, wherein a judgment time evaluation section calculates an estimated stopping time (t) of said vehicle; and a state selection section selects a state of said internal combustion engine (1) during a stopping time of said vehicle; wherein said state selection section 5 selects, based on at least one of said estimated stopping time (t) and the amount of electrical energy (C) of said power supply system (5), either an idle state using said internal combustion engine (1) alone, or an assisted idling state using said rotary electric machine (2) and said internal combustion engine (1) in combination with each other, either a stopping and restarting state of said internal combustion engine (1). 15   The control device for an internal combustion engine (1) according to claim 6, wherein said state selection section selects, as the control mode of said internal combustion engine (1), a state in which the best Specific radius of action is obtained by referring to a control map of said internal combustion engine (1) as a function of said estimated stopping time (t). 25   The control device for an internal combustion engine (1) according to claim 6, wherein said state selection section compares said estimated stopping time (t) with a first reference time (ta) and a second reference time (tb) which is longer than said first reference time (ta); and said selection section selects, as the control mode of said internal combustion engine (1), said idle state when said estimated stopping time (t) is less than or equal to said first reference time (ta), said state assisted idling when said estimated stopping time (t) is greater than said first reference time (ta) and less than or equal to said second reference time (tb), and said stopping and restarting state when said time of estimated stop (t) is greater than said second reference time (tb).