JP2007303338A - Internal combustion engine control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain an internal combustion engine control unit capable of positive starting-up, in a vehicle equipped with an engine and a generator even when a battery is in a state of discharge. <P>SOLUTION: The vehicle comprises the generator 1 for generating electricity by engine power, the battery 9 for power supply to electric loads of the vehicle, and the ECU 10 for controlling fuel to be supplied to the engine. The ECU 10 interrupts an electric current path from the generator 1 to the battery 9 or an electric path from the generator 1 to the DC loads 6 of lights and the like in starting of start-up operation of the engine, then connects the current paths according to engine operation state by detecting a change of intake pipe pressure or the like and prevents malfunction of the engine by increasing fuel when connecting the current paths. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention controls an internal combustion engine (hereinafter also referred to as an “engine”) associated with a power supply device (vehicle battery) of a vehicle (for example, a motorcycle, an outboard motor, a buggy vehicle, a snow vehicle, a water bike, etc.). The present invention relates to an internal combustion engine control device.

2. Description of the Related Art Generally, an internal combustion engine control device associated with an on-vehicle battery includes a control unit that calculates a fuel supply amount according to the engine speed and load, and an electronically controlled fuel injection that provides a drive signal to a fuel injection valve (injector). Device.
In this type of internal combustion engine control device, when the battery is discharged and sufficient power storage is not performed, for example, most of the generated power from the generator is used for charging the battery at the start, and the fuel injection device In some cases, there is not enough power to operate the unit.

  In particular, when a large amount of battery is discharged in a two-wheeled vehicle, the kick lever is used to start the engine. At the time of kick start, the rotational speed of the crankshaft of the engine is low, and the generator generates electricity by rotating the crankshaft. Since the current output from the engine is small and most of the generated current flows into the discharged battery, sufficient power is not supplied to the fuel injection device, so that normal operation cannot be performed and the engine cannot be started. There was a case.

  Therefore, in view of the above problems, an internal combustion engine control device that turns off (cuts off) a switch means between a generator and a battery at the time of kick start of a motorcycle has been proposed (for example, Patent Document 1, Patent Document). 2).

The conventional device described in Patent Document 1 has a function of measuring the battery voltage when the main switch is on and a function of detecting the presence or absence of a kick operation.
Moreover, in the conventional apparatus described in Patent Document 2, an injection module having both functions of a fuel pump and an injector is used.

JP 2002-98032 A JP 2002-155828 A

In the conventional internal combustion engine control device, in the case of Patent Document 1, the switch means is controlled based on the measured value of the battery voltage.
However, although there is a correlation between the battery discharge state (charge state) and the battery voltage, for example, in the case of a 12V battery, the battery voltage changes only about 1V when the charge state is in the range of 0% to 100%. In addition, when sulfation occurs on the battery electrode plate and the battery is in a deteriorated state, another correlation occurs between the battery voltage and the charged state, so that the detection accuracy of the charged state based on the battery voltage is low. There was a problem that sufficient control reliability could not be achieved.

As a result, in the worst case, although the state of charge of the battery is not sufficient, the current path between the generator and the battery cannot be properly cut off, and the engine may not be started. There was a problem.
Further, since a detecting means for detecting the operation of the kick means is required, there is a problem that the system becomes complicated, resulting in an increase in cost and a decrease in reliability.

On the other hand, when the injection module is used as in Patent Document 2, since the instantaneous current consumption when the injection module is driven is large, there is a problem that the engine cannot be started when the battery charge state is insufficient. there were.
In addition, when the current path from the generator to the battery is automatically interrupted by the control means, it is necessary to accurately determine the state of charge of the battery, but as described above, the state of charge of the battery based on the battery voltage is required. There was a problem that it was not possible to accurately grasp.

  Furthermore, in view of the above problems, it is conceivable to appropriately cut off / connect the current path between the generator and the battery based on the intake pipe pressure or throttle opening information. Sometimes, for example, when the battery is in a deteriorated state, the power from the generator is absorbed by the battery, and it may not be sufficiently supplied to the internal combustion engine controller, and in the worst case, it may stall. However, there is a problem that it cannot be said that it is a sufficient measure.

  The present invention has been made to solve the above-described problems. Even when the battery is in a poor charge state and the engine is difficult to start, the fuel injection device and the ignition device are reliably operated to start the engine. It is another object of the present invention to provide an internal combustion engine control device that can connect the generator and the battery without causing malfunction of the engine after the engine is started.

  An internal combustion engine control apparatus according to the present invention is an internal combustion engine control apparatus that controls an internal combustion engine mounted on a vehicle. The internal combustion engine control apparatus is driven by the internal combustion engine and outputs generated power. A battery that supplies power to the electric load of the engine, various sensors that detect the operating state of the internal combustion engine, a control unit that controls fuel supplied from the generator and the battery and supplied to the internal combustion engine according to the operating state, First switch means that is driven by the control unit to connect or cut off the first current path from the generator to the battery, and various sensors include an intake pipe pressure sensor that detects an intake pipe pressure of the internal combustion engine, Including at least one of a throttle position sensor for detecting a throttle opening degree of a throttle valve for adjusting an intake air amount to the internal combustion engine, and a control unit. The load information detecting means detects at least one of the intake pipe pressure and the throttle opening as the load information of the internal combustion engine, and the first shut-off signal or the first switch signal to the first switch means based on the operating state. First connection means for determining which one of the connection signals should be output, and the first determination means should output to the first switch means based on the variation state of the load information The control unit determines the signal, and when the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal, the control unit supplies fuel to be supplied to the internal combustion engine. This is to correct the increase.

  According to the present invention, the fuel injection device and the ignition device are reliably operated even when the engine start by power supply from the battery becomes difficult due to a decrease in the state of charge of the battery or the removal of the battery. The engine can be started, and after the engine is started, the generator and the battery can be connected without causing malfunction of the engine.

Embodiment 1 FIG.
1 is a circuit configuration diagram showing an internal combustion engine control device according to Embodiment 1 of the present invention together with a power supply device. FIG. 2 is a block diagram showing a state in which the internal combustion engine control device of FIG. 1 is attached to the engine intake system and the fuel supply system.
The power supply device and the internal combustion engine control device shown in FIG. 1 are mounted on a vehicle together with the engine peripheral configuration shown in FIG.

In FIG. 1, a magnet generator 1 that outputs AC power is disposed on a crankshaft 31 (see FIG. 2) of an engine 30 in order to supply power required by the vehicle.
The regulator 2 connected to the generator 1 rectifies the generated power output from the generator 1 and adjusts the output voltage. The electrolytic capacitor 3 connected to the regulator 2 smoothes the output voltage rectified by the regulator 2.
The smoothed output voltage smoothed by the electrolytic capacitor 3 is supplied to the engine control device 5 via the ignition switch 4.

Further, the smoothed output voltage from the electrolytic capacitor 3 is supplied to the anode of the vehicle-mounted battery 9 through the first switch means 8 to which the diode 7 is connected in antiparallel.
Further, the smooth output voltage is supplied to the DC load 6 (for example, lights and alarms) that does not directly contribute to the engine start via the second switch means 20.
A starter motor 21 that is turned on by a starter switch 22 is connected to the anode of the battery 9.

In FIG. 2, an intake pipe 33 of the engine 30 includes a throttle valve 24 that adjusts the intake air amount to the engine 30, and a bypass air control solenoid 25 that adjusts the intake air amount that bypasses the throttle valve 24 and is sent to the engine 30. And are provided.
The bypass air control solenoid 25 is driven under the control of the ECU 10 and adjusts the opening degree of the bypass passage.

1 and 2, the engine control device 5 controls the engine 30, an electronic control unit (hereinafter referred to as “ECU”) 10 composed of a microcomputer, various sensors for detecting the operating state of the engine 30, and the engine 30. And various actuators.
Various sensors and various actuators are connected to an ECU 10 that constitutes a main part of the engine control device 5.

  The ECU 10 includes a memory and an input / output circuit that function together with a microcomputer, although a specific configuration is not shown here. As is well known, the ECU 10 includes an intake pipe 33 (also referred to as “intake manifold”) of the engine 30. The fuel injection control means for injecting fuel into the engine and the ignition control means for igniting the air-fuel mixture in the cylinder 32 of the engine 30 by the spark plug 23 are configured.

1 and 2, various sensors include an intake pipe pressure sensor 11 that detects an intake pipe pressure P (engine load), an intake air temperature sensor 12 that detects an intake air temperature of the engine 30, and an outer wall surface of the cylinder 32. An engine temperature sensor 13 that is mounted and measures the engine temperature, a throttle position sensor 14 that detects the throttle opening θ of the throttle valve 24, and a crank angle sensor 15 that detects the rotation (crank angle and rotation speed) of the crankshaft 31. And are provided.
Detection information (operating state) from various sensors is input to the ECU 10 and used for various control calculations.

Further, as various actuators of the engine control device 5, an injector 16, a fuel pump 17 and a fuel pump relay 18, an ignition coil 19 and a spark plug 23, and a bypass air control solenoid 25 are provided.
The bypass air control solenoid 25 bypasses the throttle valve 24 and sends it to the engine 30 so that the engine control device 5 can control the rotational speed of the engine 30 even when the throttle valve 24 is closed (idle state). The amount is adjusted.

The fuel pump 17 sends fuel to the injector 16 under the control of the ECU 10, and the fuel pump relay 18 switches on / off of the fuel pump 17 under the control of the ECU 10.
The injector 16 injects fuel into the intake pipe 33 under the control of the ECU 10.
The ignition coil 19 and the spark plug 23 are driven under the control of the ECU 10 to ignite the air-fuel mixture in the cylinder 32.
Further, the ECU 10 also performs on / off control of the first and second switch means 8 and 20.

The first switch means 8 is constituted by a normally closed relay (conducting state when de-energized), and is turned off (the regulator 2 and the battery 9 are connected) when the engine 30 is stopped, depending on the output from the ECU 10. ON / OFF control (cut off during excitation by control output).
Similarly, the second switch means 20 is also composed of a normally closed (conducting state when de-energized) relay, which is turned off (the regulator 2 and the DC load 6 are connected) when the engine is stopped, and is output from the ECU 10. ON / OFF control is performed according to the above.

Next, a basic operation according to the first embodiment of the present invention shown in FIGS. 1 and 2 will be described. Note that a case where a two-wheeled vehicle is used as a vehicle on which the engine 30 is mounted will be described as an example.
Normally, in the situation where the engine 30 is operating, the generated current from the generator 1 is converted into a direct current through the regulator 2, smoothed by the electric field capacitor 3, and turned on (conductive). To the engine control device 5.

In addition, the generated current from the generator 1 charges the battery 9 via the first switch means 8 turned off (conducted) by the ECU 10 and the second switch means 20 turned off (conducted) by the ECU 10. To the DC load 6 that does not contribute to engine start.
In general, the power generated by the generator 1 is designed to exceed the power required by the vehicle at the idling rotational speed of the engine 30.

Next, basic operations at the time of engine start will be described.
First, when the battery 9 is in a sufficiently charged state, by turning on the ignition switch 4, the engine control device 5 can be normally operated by the power supply from the battery 9 and the engine 30 can be started.
As a starting state in this case, there are a case where the starter switch 22 is turned on and the starter motor 21 is driven by power supply from the battery 9 and a case where the driver of the two-wheeled vehicle operates the kick lever from the outside.

On the other hand, when the battery 9 is in a discharged state (insufficiently charged state), the starter motor 21 cannot be driven by the power supply from the battery 9, so that the kick lever is used for starting.
In this case, when the ignition switch 4 is turned on and the kick lever is operated, the generator 1 starts generating power, but as described above, most of the generated current from the generator 1 flows into the discharged battery 9. .

  Accordingly, the power supply voltage to the engine control device 5 does not increase and the engine control device 5 does not operate normally, so that the fuel injection control by the injector 16 or the ignition control by the ignition coil 19 and the spark plug 23 is normally performed. Therefore, the engine 30 cannot be started.

Therefore, the ECU 10 in the engine control device 5 outputs a control signal (first cutoff signal) for turning on (cutting off) the first switch means 8 simultaneously with the start of the operation at the time of starting.
As a result, the current flowing from the generator 1 into the battery 9 is interrupted, so that all the generated current from the generator 1 is supplied to the engine control device 5.
Therefore, the engine control device 5 operates normally and can start the engine 30.

The above operation is the same when the battery 9 is removed.
That is, when the battery 9 is removed, even if the ignition switch 4 is turned on, power is not supplied to the engine control device 5 and the ECU 10, so that both cannot operate.
However, when the driver operates the kick lever, power generation is started from the generator 1, so that the engine control device 5 and the ECU 10 start operating when power is supplied.
At the same time, the ECU 10 outputs the first connection signal to turn off (conduct) the first switch means 8, so that the engine can be normally started in the same manner.

When the engine is normally started in this way, the ECU 10 next detects the fluctuation of the intake pipe pressure P based on the detection information from the intake pipe pressure sensor 11, and counts the elapsed time after the start.
Further, a pressure average value Pa of the detected intake pipe pressure P is calculated, and engine load information is detected from the pressure average value Pa.
Here, the case where the fluctuation state of the intake pipe pressure P is used as an example of the determination condition of the engine load information after starting will be described.

Based on the pressure average value Pa of the intake pipe pressure P, the ECU 10 determines that the generated torque of the engine 30 has reached a sufficient value when a necessary and sufficient time has elapsed since the engine 30 was started. .
In this case, since sufficient power generation amount is obtained from the generator 1 and it is regarded as a state that can counter the engine load fluctuation, the ECU 10 turns off the first switch means 8 (conduction state) by the first connection signal. ), The current path from the generator 1 to the battery 9 is connected.
Thereby, charging from the generator 1 to the battery 9 can be started.

Next, a disconnection / connection operation between the DC load 6 that does not directly contribute to engine start, and the generator 1 and the regulator 2 will be described.
As described above, the second switch means 20 is operated under the control of the ECU 10 in the engine control device 5 to cut off / connect a current path between the generator 1 and the regulator 2 and the DC load 6.

The DC load 6 is composed of lights such as head lamps, tail lamps, brake lamps, turn signals, alarms, and the like, and is an electric load that does not affect the engine start even when it is not energized.
That is, even if the DC load 6 is not energized, there is no influence on the engine start control. Therefore, under the condition that the state of charge of the battery 9 is lowered, the second switch means 20 is turned on (cut off) by the second cut-off signal. It is better not to be energized.

Hereinafter, the operation of the second switch means 20 will be described.
First, in the case where the battery 9 is attached, when the driver turns on the ignition switch 4, the engine control device 5 starts an operation for starting.
At the same time, the ECU 10 outputs a control signal (second cutoff signal) for turning on (shuts down) the second switch means 20.
As a result, the current flowing from the generator 1 to the DC load 6 is interrupted, so that all of the generated current from the generator 1 is supplied to the engine control device 5, and the engine control device 5 and the ECU 10 operate normally. Thus, the engine 30 can be started.

The above operation is the same even when the battery 9 is removed.
That is, in this case, even if the ignition switch 4 is turned on, power is not supplied to the engine control device 5 and the ECU 10, so that both cannot operate.
However, when the driver operates the kick lever, power generation by the generator 1 is started, so that the engine control device 5 and the ECU 10 start operating when power is supplied.
Simultaneously with the operation of the kick lever, the ECU 10 outputs a second cutoff signal to turn on (shut off) the second switch means 20, so that the engine is normally started by the same operation as described above.

Hereinafter, the ECU 10 detects the fluctuation state of the intake pipe pressure P, counts the elapsed time after the fluctuation, and detects the engine load information from the pressure average value Pa of the intake pipe pressure P. If sufficient time has elapsed, it is determined that sufficient generated torque is obtained.
At this time, a sufficient amount of power is obtained from the generator 1, and the ECU 10 outputs a second connection signal and outputs the second switch means because it is in a state that can sufficiently resist fluctuations in the DC load 6. 20 is turned off (conductive), and a current path from the generator 1 to the DC load 6 is connected to enable operation of lights such as head lamps, tail lamps, brake lamps, turn signals, and alarms.

The ECU 10 sets the timing for turning off (conducting) the first switch means 8 and the timing for turning off (conducting) the second switch means 20 so as to deviate from each other, and starts charging the battery 9. The timings of the increase in the electrical load and the increase in the electrical load when the DC load 6 is energized (when the lamp is turned on) are shifted.
As a result, engine malfunctions such as engine rotation fluctuations and engine stalls can be avoided.
Further, detailed operations of the first switch means 8 and the second switch means 20 depart from the gist of the present invention, and a part thereof is omitted here.

  In the above description, the timing of connecting the generator 1 and the battery 9 and the timing of connecting the generator 1 and the DC load 6 by the first and second switch means 8 and 20 are the load of the engine 30. Although determined according to the information, in this timing control operation, unless the driver opens the accelerator or the like and starts running after the engine is started, the generator 1 and the battery 9 are connected, It can happen that the DC load 6 cannot be connected.

Therefore, when the generator 1 and the battery 9 are connected and when the generator and the DC load 6 are connected, fuel increase, bypass air amount increase, or ignition advance control is executed, and the generator 1 The load condition for connecting the battery 9 and the load condition for connecting the generator and the DC load 6 are reduced, and the generator 1 and the battery 9 are easily connected, and the generator 1 It is desirable to connect the DC load 6.
Therefore, when the ECU 10 according to Embodiment 1 of the present invention outputs, for example, either the first cutoff signal or the first connection signal to the first switch means 8, the fuel increase amount, Execute bypass air increase, ignition advance, etc.

That is, the ECU 10 performs a first shutoff with respect to the first switch means based on the load information detecting means for detecting at least one of the intake pipe pressure P and the throttle opening θ as the load information of the engine 30 and the operating state. First determination means for determining whether to output a signal or a first connection signal, and the first determination means is in a state of fluctuation of load information (intake pipe pressure P or throttle opening θ). Based on this, a signal to be output to the first switch means 8 is determined.
Further, when the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal, the ECU 10 corrects the amount of fuel supplied to the engine 30 by increasing the amount. It has become.

The ECU 10 further includes power supply voltage detection means for detecting the power supply voltage supplied to the ECU 10 and comparison means for comparing the plurality of detected power supply voltages, the power supply voltage detection means being first determination means. Is changed from the output state of the first cutoff signal to the output state of the first connection signal, the first cutoff power supply voltage during the output of the first cutoff signal, and the first The first connected power supply voltage after the output of the connection signal is detected, and the comparing means calculates a first voltage deviation between the first interrupted power supply voltage and the first connected power supply voltage to a first predetermined value. Compare with
As a result, the ECU 10 corrects the amount of fuel supplied to the engine 30 when the first voltage deviation is equal to or greater than the first predetermined value.

Further, the intake pipe 33 is provided with a bypass passage that bypasses the throttle valve 24 that is interlocked with the accelerator of the vehicle when the vehicle is in an idle state, and a bypass air control solenoid 25 that controls air passing through the bypass passage. The ECU 10 has bypass operation means for operating the bypass air control solenoid 25.
Thereby, the bypass operation means in the ECU 10 causes the bypass air control solenoid 25 when the determination state of the first determination means is changed from the output state of the first cutoff signal to the output state of the first connection signal. Is operated to increase the amount of bypass air passing through the bypass passage.

Further, the engine 30 is provided with an ignition control device (ignition plug 23) for igniting the fuel sucked into the engine 30, and the ECU 10 has an ignition operation means for operating the ignition control device.
Thus, the ignition operation means in the ECU 10 ignites the ignition control device when the determination state of the first determination means is changed from the output state of the first cutoff signal to the output state of the first connection signal. It is designed to advance.

  Further, the ECU 10 determines that the first determination means outputs the first connection signal from the output state of the first cutoff signal based on at least one fluctuation state of the intake pipe pressure P and the throttle opening degree θ. When the state is changed, first, the correction for increasing the amount of fuel supplied to the engine 30, the correction for increasing the amount of bypass air passing through the bypass passage, or the ignition advance angle of the ignition control device is executed. After the elapse of time, the output state of the first cutoff signal is changed to the output state of the first connection signal.

Further, the ECU 10 should output load information detection means for detecting load information of the engine 30 and a second cutoff signal or a second connection signal to the second switch means 20 based on the operating state of the engine 30. Second determination means for determining whether or not there is a second output, and the second determination means outputs to the second switch means 20 based on at least one fluctuation state of the intake pipe pressure P and the throttle opening degree θ. The signal to be determined is determined.
As a result, the ECU 10 increases the amount of fuel supplied to the engine 30 when the determination state of the second determination unit is changed from the output state of the second cutoff signal to the output state of the second connection signal. It is like that.

Further, the power supply voltage detection means in the ECU 10 is configured such that when the determination state of the second determination means is changed from the output state of the second cutoff signal to the output state of the second connection signal, the second cutoff signal And detecting a second power supply voltage during shutdown and a second power supply voltage after connection after the second connection signal is output, and the comparing means detects the second power supply voltage during shutdown and the second connection. The second voltage deviation from the rear power supply voltage is compared with a second predetermined value.
Thereby, the ECU 10 increases the amount of fuel supplied to the engine 30 when the second voltage deviation is equal to or greater than the second predetermined value.

  Further, the ECU 10 operates the bypass air control solenoid 25 when the determination state of the second determination unit is changed from the output state of the second shut-off signal to the output state of the second connection signal. The amount of bypass air passing through the passage is corrected to increase.

  Further, the ECU 10 advances the energization cutoff timing of the ignition coil 19 when the determination state of the second determination means is changed from the output state of the second cutoff signal to the output state of the second connection signal. Thus, the ignition control device is advanced in ignition.

  Further, the ECU 10 determines that the determination state of the second determination means is based on the fluctuation state of at least one of the intake pipe pressure P and the throttle opening θ, and the output of the second connection signal from the output state of the second cutoff signal. When the state is changed, first, an increase correction of the fuel supplied to the engine 30 or an increase correction of the bypass air amount passing through the bypass passage or an ignition advance angle of the ignition control device is executed, and then the second predetermined predetermined value is executed. After the elapse of time, the output state of the second cutoff signal is changed to the output state of the second connection signal.

Next, the processing procedure of the ECU 10 according to the first embodiment of the present invention will be specifically described with reference to the flowcharts of FIGS.
FIGS. 3 and 4 show the processing operation of the ECU 10 and show the processing from when the engine stall state is determined until the current path for charging the battery 9 is cut off.
4 is the same as FIG. 3 except that steps S11 and S13 in FIG. 3 are shown in detail as steps S11a and S13a.

  In FIG. 3, first, when the ignition switch 4 is turned on and the ECU 10 starts to operate, the ECU 10 turns on (shuts off) the first and second switch means 8, 20 to connect the battery 9 and the DC load 6. The current path is disconnected, the stop determination timer Ts and the drive determination timer Td are initialized (cleared to 0), and the stored value of the pressure deviation value ΔP of the intake pipe pressure P within a predetermined time is initialized (step S1).

Subsequently, the intake pipe pressure P is measured at regular intervals, and the pressure deviation value ΔP is obtained and stored based on the maximum and minimum values of the intake pipe pressure P within a predetermined period (for example, 50 msec) (step S2). .
Further, “A. Measurement process of pressure average value Pa of intake pipe pressure P” or “B. Measurement process of throttle opening θ” is executed to detect engine load information (step S3).

  Next, it is determined whether or not the pressure deviation value ΔP is greater than or equal to a predetermined value α (corresponding to the minimum deviation value in the engine driving state) (step S2), and ΔP <α (that is, NO) is determined. Then, the stop determination timer Ts is counted up and the drive determination timer Td is initialized (cleared to 0) (step S5).

Subsequently, it is determined whether or not the stop determination timer Ts has reached or exceeded a predetermined value Ks (corresponding to a minimum period for finally determining the engine stop state) (step S6), and Ts <Ks (that is, NO) ), The process returns to the pressure deviation value ΔP measurement process (step S2).
If it is determined in step S6 that Ts ≧ Ks (that is, YES), it is assumed that the engine 30 is in the stopped state, and the on (cut off) state of the first and second switch means 8 and 20 is maintained. Then, the current path to the battery 9 and the DC load 6 is disconnected (step S7), and the process returns to step S2.

On the other hand, if it is determined in step S4 that ΔP ≧ α (that is, YES), the engine 30 is in the drive state, so the stop determination timer Ts is initialized (Ts = 0) and the drive determination timer Td is counted. Up (step S8).
Subsequently, it is determined whether or not the drive determination timer Td has reached a predetermined value Kd (corresponding to a fixed time for finally determining the engine drive state) (step S9), and Td <Kd (that is, NO) ), The process returns to step S2.

  If it is determined in step S9 that Td ≧ Kd (that is, YES), it is assumed that the engine 30 is in a driving state, and then engine load information (pressure average value Pa or throttle opening θ) is predetermined. It is determined whether or not the engine-generated torque is in a state that can generate enough generated power to drive the DC load 6 depending on whether or not the value is greater than or equal to the value K6 (step S10).

  If it is determined in step S10 that the engine load information <K6 (that is, NO), the process immediately returns to step S2. On the other hand, if it is determined that engine load information ≧ K6 (that is, YES), the engine load information indicates the DC load. The second switch means 20 is turned off (conducted), and the DC load 6 is connected (step S11).

  Subsequently, depending on whether or not the engine load information (pressure average value Pa or throttle opening θ) is equal to or greater than a predetermined value K9 (> K6), the engine-generated torque generates sufficient generated power to charge the battery 9. It is determined whether or not it is possible (step S12), and if it is determined that the engine load information <K9 (that is, NO), the process immediately returns to step S2.

  On the other hand, if it is determined in step S12 that engine load information ≧ K9 (that is, YES), it is considered that the engine load information is in a power generation state sufficient to charge the battery 9, and the first switch means 8 is turned on. Turn off (conduct), connect the current path to the battery 9 (step S13), and return to step S2.

  As described above, the generator 1 that generates power using the power of the engine 30, the battery 9 that supplies power to the ECU 10 and the DC load 6 of the vehicle, and the fuel injection device (injector 16) that controls the fuel supplied to the engine 30. In the vehicle internal combustion engine control device having the above, the current flowing from the generator 1 to the battery 9 is interrupted at the time of engine start, and the current flowing from the generator 1 to the DC load 6 (electric load that does not contribute to starting) is By shutting off, the engine 30 can be reliably started regardless of the state of charge of the battery 9.

Further, after the engine is started, the fluctuation of the intake pipe pressure P is detected, the elapsed time after the start is counted, and the average pressure Pa (or throttle opening θ) of the intake pipe pressure is monitored to monitor the engine load. By detecting the information, if it is determined that the necessary and sufficient time has elapsed after the start of the engine 30 and the engine generated torque is sufficiently obtained, a sufficient amount of power generation can be obtained from the generator 1. In this case, the current path from the generator 1 to the DC load 6 and the battery 9 is connected to the DC load 6 and the battery 9.
As a result, a load fluctuation shock at the time of connection to the DC load 6 and the battery 9 (starting charging of the battery 9 and starting energization of the DC load 6) can be suppressed to a minimum, and the rotational fluctuation and engine stall of the engine 30 can be suppressed. The malfunction of the engine 30 can be prevented.

  Furthermore, by setting the determination reference values (predetermined values K6 and K9) for permitting connection to different values, the off (conduction) timing of the first and second switch means 8 and 20 is shifted, and the battery 9 is charged. Since the start time and the energization start time to the DC load 6 are shifted, the shock at the time of connection from the generator 1 to each electric load can be dispersed, and the engine 30 malfunctions, such as rotational fluctuations and engine stalls. Can be surely prevented.

In addition, although ECU10 controlled on / off of the 1st and 2nd switch means 8 and 20, you may control only the 1st switch means 8 with respect to the battery 9. FIG.
Further, when the engine stop state is determined even during normal operation regardless of when the engine is started, the ECU 10 may execute the processing shown in FIG.
Further, the engine load information for determining the current path connection condition to the battery 9 (step S12) and the engine load information for determining the current path connection condition to the DC load 6 (step S10) are measured in step S3. Although common parameters are used, they may be obtained individually.

  As described above, according to the first embodiment of the present invention, in order to control the engine 30 mounted on the vehicle, the generator 1 that is driven by the engine 30 and outputs generated power is charged by the generated power. The battery 9 that supplies power to the electric load, various sensors 11 to 15 that detect the operating state of the engine 30, and the fuel that is supplied from the generator 1 and the battery 9 and that is supplied to the engine 30 according to the operating state are controlled. The ECU 10 includes first switch means 8 that is driven by the ECU 10 to connect or block the first current path from the generator 1 to the battery 9.

  The various sensors 11 to 15 include an intake pipe pressure sensor 11 that detects an intake pipe pressure P of the engine 30, and the ECU 10 detects the first cutoff signal or the first switch for the first switch means 8 based on the operating state. The first determination means (steps S2 to S13) for determining which of the connection signals should be output. The first determination means is based on the fluctuation state of the intake pipe pressure P, and the first switch means 8 The signal to be output for is determined.

  Further, the ECU 10 outputs a first cutoff signal in response to the start of the operation of the ECU 10 (step S1), and after a certain period of time has elapsed after the change of the intake pipe pressure P after the start of the operation of the ECU 10 (step S9), Based on the determination result of the first determination means (step S12), a first connection signal is output (step S13).

  Further, the ECU 10 is based on the first average value calculating means for calculating the first pressure average value Pa per unit time of the intake pipe pressure P, and the first pressure average value Pa or the throttle opening θ. First load information detection means (step S3) for detecting first load information of the engine 30, and the first determination means has elapsed for a certain period after the intake pipe pressure fluctuates after the ECU 10 starts operating. Later, when the first load information indicates high load information (step S12) greater than or equal to a first predetermined value (predetermined value K9), a first connection signal (off signal of the first switch means 8) is output. The determination result for performing is produced | generated (step S13).

In step S13, specifically, as shown in step S13a in FIG. 4, before the first connection signal is output, fuel increase, bypass air amount increase, and ignition advance are executed. The
At this time, the determination of whether to increase the fuel amount, the bypass air amount, or the ignition advance angle is changed from the output state of the first cutoff signal to the output state of the first connection signal as described above. This can be done based on the deviation of the power supply voltage of the ECU 10 detected before and after the determination state change of the first determination means.

  Further, the ECU 10 includes second switch means 20 that is driven by the ECU 10 to connect or cut off the second current path between the generator 1 and the DC load 6 that does not directly contribute to engine start. The ECU 10 stores engine load information. Load information detection means for detecting (step S3) and second determination means for determining whether to output a second cutoff signal or a second connection signal to the second switch means 10 based on the operating state ( The second determination means determines a signal to be output to the second switch means 20 based on the fluctuation state of the intake pipe pressure P.

  The ECU 10 outputs a second cutoff signal in response to the start of the operation of the ECU 10 (step S1), and after the elapse of a certain period after the fluctuation of the intake pipe pressure P after the start of the operation of the ECU 10 (step S9), Based on the determination result of the determination means (step S10), the second connection signal (the off signal of the second switch means 20) is output (step S11).

  Further, the ECU 10 is based on the second average value calculation means for calculating the second pressure average value Pa2 per second unit time of the intake pipe pressure P, and the second pressure average value Pa2 or the throttle opening θ. And second load information detecting means (step S3) for detecting second load information of the engine 30, and the second determining means (step S10) is a variation of the intake pipe pressure P after the ECU 10 starts operating. A determination result for outputting the second connection signal is generated when the second load information indicates a high load information equal to or greater than a second predetermined value (predetermined value K6) after a certain period of time has elapsed (step) S11).

In step S11, specifically, as shown in step S11a in FIG. 4, before the second connection signal is output, fuel increase, bypass air amount increase, and ignition advance are executed. .
Here, the determination of whether to increase the amount of fuel, increase the amount of bypass air, or advance the ignition angle is made when the output state of the second cutoff signal is changed to the output state of the second connection signal. This can be performed based on the deviation of the power supply voltage of the ECU 10 detected before and after the determination state change of the second determination means.

Thus, under the control of the ECU 10, the current paths from the generator 1 to the battery 9 or the DC load 6 (lights) are interrupted at the start of the engine start operation, and the subsequent operating state of the engine 30 (intake pipe pressure P Can be connected (or continuously cut off) according to the determination result.
Therefore, even when the charged state of the battery 9 decreases and engine start becomes difficult, the fuel injection device (injector 16) and the ignition device (ignition coil 19 and ignition plug 23) are operated reliably, and the engine 30 is An internal combustion engine control device that can be started can be obtained.

Further, since the DC load 6 can be disconnected at the time of engine start and the electric load on the engine 30 can be reduced, an internal combustion engine control device that can start the engine 30 by reliably operating the fuel injection device and the ignition device. Obtainable.
Furthermore, it is possible to obtain an internal combustion engine control device that can connect the generator 1 and the battery 9 or the DC load 6 without causing malfunction of the engine 30 after the engine is started.

It is a circuit block diagram which shows the internal combustion engine control apparatus which concerns on Embodiment 1 of this invention with a power supply device. 1 is a configuration diagram showing an internal combustion engine control apparatus according to Embodiment 1 of the present invention together with an engine intake system and a fuel supply system. FIG. 3 is a flowchart schematically showing a processing operation of the ECU according to the first embodiment of the present invention. It is a flowchart which shows concretely the processing operation of ECU which concerns on Embodiment 1 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Generator, 4 ignition switch, 5 engine control apparatus, 6 DC load, 8 1st switch means, 9 battery, 10 ECU (control unit), 11 intake pipe pressure sensor, 12 intake air temperature sensor, 13 engine temperature sensor, 14 Throttle position sensor, 15 Crank angle sensor, 16 Injector, 19 Ignition coil, 20 Second switch means, 23 Spark plug, 24 Throttle valve, 25 Bypass air control solenoid, 26 Fuel tank, 30 Engine, 31 Crankshaft, 32 Cylinder, 33 intake pipe, P intake pipe pressure, θ throttle opening, ΔP pressure deviation value, Ts stop determination timer, Td drive determination timer, Kd predetermined value (predetermined time), K9 predetermined value (first predetermined value), K6 Predetermined value (second predetermined value).

Claims (10)

An internal combustion engine control apparatus for controlling an internal combustion engine mounted on a vehicle,
A generator driven by the internal combustion engine to output generated power;
A battery that is charged by the generated power and that supplies power to the electric load of the internal combustion engine;
Various sensors for detecting the operating state of the internal combustion engine;
A control unit for controlling fuel supplied from the generator and the battery and supplied to the internal combustion engine according to the operating state;
First switch means driven by the control unit to connect or disconnect a first current path from the generator to the battery;
The various sensors include at least one of an intake pipe pressure sensor that detects an intake pipe pressure of the internal combustion engine and a throttle position sensor that detects a throttle opening of a throttle valve that adjusts an intake air amount to the internal combustion engine. ,
The control unit is
Load information detecting means for detecting at least one of the intake pipe pressure and the throttle opening as load information of the internal combustion engine;
First determination means for determining which of the first cutoff signal or the first connection signal should be output to the first switch means based on the operating state;
The first determination unit determines a signal to be output to the first switch unit based on a variation state of the load information,
The control unit supplies fuel to be supplied to the internal combustion engine when the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal. An internal combustion engine controller that corrects the increase. The control unit further includes power supply voltage detection means for detecting a power supply voltage supplied to the control unit, and comparison means for comparing a plurality of detected power supply voltages,
When the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal, the power supply voltage detection unit is configured to output the first cutoff signal. Detecting a first power supply voltage during shut-off during output and a first power supply voltage after connection after the output of the first connection signal;
The comparison means compares a first voltage deviation between the first power supply voltage during shutoff and the first post-connection power supply voltage with a first predetermined value;
2. The internal combustion engine control device according to claim 1, wherein the control unit corrects the amount of fuel to be supplied to the internal combustion engine when the first voltage deviation is equal to or greater than the first predetermined value. . A bypass passage that bypasses a throttle valve interlocked with an accelerator of the vehicle when the vehicle is in an idle state;
A bypass air control solenoid for controlling air passing through the bypass passage;
The control unit further includes bypass operation means for operating the bypass air control solenoid,
When the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal, the bypass operation unit bypasses the bypass air passing through the bypass passage. The internal combustion engine control device according to claim 1 or 2, wherein the amount is corrected to be increased. An ignition control device for igniting the fuel sucked into the internal combustion engine;
The control unit further includes ignition operation means for operating the ignition control device,
When the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal, the ignition operation unit The internal combustion engine control device according to any one of claims 1 to 3, wherein the internal combustion engine control device is angled. The control unit is
When the determination state of the first determination unit is changed from the output state of the first cutoff signal to the output state of the first connection signal based on the fluctuation state of the preload information,
First, an increase correction of the fuel supplied to the internal combustion engine, an increase correction of the bypass air amount passing through the bypass passage, or an ignition advance angle of the ignition control device is executed.
The output state of the first cut-off signal is changed to the output state of the first connection signal after elapse of the first predetermined time. 5. The internal combustion engine control apparatus described. Further comprising second switch means for connecting or disconnecting a second current path between the generator driven by the control unit and a load that does not directly contribute to starting the internal combustion engine;
The control unit is
A second determination means for determining whether to output a second cutoff signal or a second connection signal to the second switch means based on the operating state;
The second determination means determines a signal to be output to the second switch means based on the fluctuation state of the load information,
The control unit supplies fuel to be supplied to the internal combustion engine when the determination state of the second determination unit is changed from the output state of the second cutoff signal to the output state of the second connection signal. The internal combustion engine control device according to any one of claims 1 to 5, wherein an increase correction is performed. When the determination state of the second determination unit is changed from the output state of the second cutoff signal to the output state of the second connection signal, the power supply voltage detection unit is configured to output the second cutoff signal. Detecting a second power supply voltage during shutoff during output of the second power supply and a second power supply voltage after connection after the output of the second connection signal;
The comparing means compares a second voltage deviation between the second power supply voltage during shutoff and the second post-connection power supply voltage with a second predetermined value;
The internal combustion engine control device according to claim 6, wherein the control unit corrects the amount of fuel to be supplied to the internal combustion engine when the second voltage deviation is equal to or greater than the second predetermined value. .   When the determination state of the second determination means is changed from the output state of the second shut-off signal to the output state of the second connection signal, the control unit is configured to supply an amount of bypass air passing through the bypass passage. The internal combustion engine control device according to claim 6 or 7, wherein the amount is corrected to increase.   When the determination state of the second determination means is changed from the output state of the second cutoff signal to the output state of the second connection signal, the control unit sets the ignition control device to an ignition advance angle. The internal combustion engine controller according to any one of claims 6 to 8, wherein the internal combustion engine controller is provided. The control unit is
When the determination state of the second determination unit is changed from the output state of the second cutoff signal to the output state of the second connection signal based on the variation state of the load information,
First, an increase correction of the fuel supplied to the internal combustion engine, an increase correction of the bypass air amount passing through the bypass passage, or an ignition advance angle of the ignition control device is executed.
10. The device according to claim 6, wherein after the second predetermined time elapses, the output state of the second cutoff signal is changed to the output state of the second connection signal. The internal combustion engine control apparatus described.

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