JP2007321578A - Power generation control device of supercharger drive type generator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power generation control device of a supercharger drive type generator highly accurately controlling power generation of a generator rotary-driven by a supercharger so as to generate power. <P>SOLUTION: Since power generation of a motor generator 2A is controlled by comparing an actual turbo revolution number with a correction minimum target revolution number of a turbocharger 2, the power generation is controlled with good responsiveness and high accuracy. Since the correction minimum target revolution number of the turbocharger 2 is acquired by temperature correction of a minimum target revolution number corresponding to the minimum boost pressure required for the turbocharger 2, a difference between an actual turbo revolution number and the correction minimum revolution number of the turbocharger 2 becomes large so as to effectively generate power by the motor generator 2A. At this time, an air-fuel ratio of air and fuel supplied to the engine 1 is kept within an appropriate range. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power generation control device for a generator that generates power by being rotationally driven by a supercharger attached to an engine.

  As a supercharger attached to an engine, a turbocharger in which an electric motor / generator (rotary electric machine) is incorporated between a turbine and a compressor is generally known (see, for example, Patent Documents 1 and 2). Here, the electric motor / generator (rotary electric machine) is configured to rotationally drive a compressor as an electric motor and to be rotationally driven by a turbine as a generator.

Here, Patent Document 2 describes a technique for controlling power generation based on a boost pressure of a turbocharger when a rotating electrical machine is driven to rotate by a turbine to generate power. That is, the detected actual boost pressure is compared with the calculated target boost pressure, and when the actual boost pressure is much larger than the target boost pressure, the rotating electrical machine is generated, and then the actual boost pressure is A power generation control technique for reducing the power generation amount of a rotating electrical machine that is smaller than a target boost pressure is described.
JP 2004-162648 A Japanese Patent No. 2992709 (paragraph number 21, FIG. 2)

  By the way, since the electric power generation control technique of the rotating electrical machine described in Patent Document 2 is a technique for controlling based on the boost pressure of the turbocharger, there are the following problems. In other words, the actual boost pressure (supercharging pressure) of the turbocharger pulsates according to changes in the rotation speed of the compressor, and it is necessary to perform temporal averaging processing to obtain an accurate supercharging pressure. There is. For this reason, the detection of the supercharging pressure used for control is delayed from the detection of the actual supercharging pressure. Therefore, control responsiveness is poor and power generation control of the rotating electrical machine (generator) cannot be performed with high accuracy. As a result, engine output may fluctuate carelessly and drivability may deteriorate, and emissions may deteriorate. However, as a measure for avoiding such a problem, it is conceivable to increase the control margin. However, if this is done, there will be a negative effect that the opportunity for power generation and the amount of power generation will decrease.

  Then, this invention makes it a subject to provide the power generation control apparatus of the supercharger drive type generator which can perform the electric power generation control of the generator which is rotationally driven by the supercharger and can generate electric power with high precision.

  A power generation control device for a supercharger-driven generator according to the present invention is a power generation control device for a generator that is rotationally driven by a supercharger attached to an engine and generates power. By comparing the actual rotational speed of the feeder with the target rotational speed, when the actual rotational speed is larger than the target rotational speed, the generator is driven by the supercharger to generate electric power.

  In the power generation control device for a supercharger-driven generator according to the present invention, since the power generation control of the generator is performed by comparing the actual rotation speed of the supercharger with the target rotation speed, the power generation control is highly responsive and highly accurate. Can be performed.

  In the power generation control device for a supercharger-driven generator according to the present invention, the target rotational speed of the supercharger is preferably set to a minimum target rotational speed corresponding to the minimum supercharging pressure required for the supercharger. In this case, the difference between the actual rotational speed of the supercharger and the target rotational speed becomes large, and the generator can be effectively generated. At this time, the air-fuel ratio of air and fuel supplied to the engine is reduced. It is possible to keep it in an appropriate range.

  Here, the minimum supercharging pressure required for the supercharger can be determined based on the fuel flow rate to the engine and the engine speed, and this minimum supercharging pressure depends on the fuel flow rate and the engine speed. It can be determined based on the minimum intake air flow rate corresponding to the determined minimum air-fuel ratio.

  Further, the minimum target rotational speed of the supercharger can be determined based on the front-rear pressure ratio of the compressor of the supercharger. In this case, the minimum target engine speed is determined according to the compressor front-rear pressure ratio in the low-speed engine range where the engine speed is less than the predetermined value. It is preferable to determine the pressure ratio and the passing air flow rate of the compressor.

  Furthermore, in order to realize highly accurate power generation control corresponding to a wide range of the atmospheric temperature, it is preferable to correct the target rotational speed of the supercharger according to the intake air temperature on the compressor inlet side of the supercharger.

  According to the power generation control device for a supercharger-driven generator according to the present invention, since the power generation control of the generator is performed by comparing the actual rotational speed of the supercharger and the target rotational speed, the power generation control is performed with good responsiveness. It can be performed with high accuracy.

  In addition, when the target speed of the turbocharger is set to the minimum target speed corresponding to the minimum supercharging pressure required for the turbocharger, the difference between the actual speed of the turbocharger and the target speed is large. Therefore, the power generator can be effectively generated, and the air-fuel ratio between the air and the fuel supplied to the engine can be maintained in an appropriate range.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of a power generation control device for a supercharger-driven generator according to the present invention will be described below with reference to the drawings. Here, in the drawings to be referred to, FIG. 1 is a schematic diagram showing a schematic configuration of an engine intake system and an exhaust system of a vehicle to which an embodiment of the present invention is applied, and FIG. 2 is a power generation executed by the ECU shown in FIG. It is a flowchart which shows the process sequence of control.

  A power generation control device for a supercharger-driven generator according to an embodiment is incorporated, for example, in a supercharger attached to a vehicle engine 1 shown in FIG. This is a power generation control device for a motor generator 2A incorporated in the turbocharger 2, for example, as a motor / motor. The engine 1 is, for example, a fuel injection type diesel engine, and is configured such that fuel is directly injected into each cylinder from each fuel injection valve (not shown).

  The turbocharger 2 includes a turbine 2B installed in the middle of the exhaust pipe 3 connected to the exhaust manifold 1A of the engine 1, and a compressor 2C installed in the middle of the suction pipe 4 connected to the intake manifold 1B of the engine 1. The shaft 2D for transmitting the rotation of the turbine 2B to the compressor 2C is provided, and the motor generator 2A is incorporated in the turbocharger 2 using the shaft 2D as a rotor.

  A catalytic converter 5 for purifying exhaust gas is installed in the middle of the exhaust pipe 3 on the downstream side of the turbine 2B of the turbocharger 2. An air cleaner 6 is installed in the middle of the suction pipe 4 upstream of the compressor 2C of the turbocharger 2, and the intake air compressed by the compressor 2C and heated in the middle of the suction pipe 4 downstream of the compressor 2C. An intercooler 7 is installed for cooling. An electronically controlled throttle valve 8 operated by an actuator (not shown) is installed in the middle of the suction pipe 4 on the downstream side of the intercooler 7.

  On the other hand, the motor generator 2A incorporated in the turbocharger 2 is connected to the in-vehicle battery 10 via a motor generator controller (C / MG) 9. The motor generator controller (C / MG) 9 supplies a predetermined drive current from the in-vehicle battery 10 to the motor generator 2A to rotationally drive the motor generator 2A, and supplies electric power generated by the motor generator 2A to the in-vehicle battery 10. It has the function to do. As a circuit for that purpose, the motor generator controller (C / MG) 9 includes an inverter and a DC-DC converter.

  Here, the power generation control device for the supercharger-driven generator according to one embodiment outputs a predetermined control signal to the motor generator controller (C / MG) 9 to execute power generation control of the motor generator 2A (ECU). Electric Control Unit) 20 is provided. The ECU 20 includes an input / output interface I / O, an A / D converter, a ROM (Read Only Memory) that stores programs and data, a RAM (Random Access Memory) that temporarily stores input data, and a CPU (Central Processing Unit) that executes the programs. ) And the like.

  The ECU 20 includes a battery voltage sensor 21, a fuel flow sensor 22, an atmospheric pressure sensor 23, an intake air flow sensor 24, an intake air temperature sensor 25, an engine speed sensor 26, a turbo speed sensor 27, a supercharging pressure sensor 28, a throttle. Detection signals are respectively input from the opening sensor 29 and the like.

  The battery voltage sensor 21 detects the remaining amount of the in-vehicle battery 10 as the voltage Vm, and outputs a detection signal of the battery voltage Vm to the ECU 20. The fuel flow rate sensor 22 detects the flow rate Gf of the fuel supplied to the engine 1 and outputs a detection signal of the fuel flow rate Gf to the ECU 20. Further, the atmospheric pressure sensor 23 detects the atmospheric pressure P0 near the ECU 20 and outputs a detection signal of the atmospheric pressure P0 to the ECU 20.

  The intake air flow rate sensor 24 and the intake air temperature sensor 25 are installed in the intake pipe 4 between the air cleaner 6 and the compressor 2 </ b> C of the turbocharger 2. The intake air flow rate sensor 24 detects the flow rate Ga of the intake air flowing into the compressor 2C, and outputs a detection signal of the intake air flow rate Ga to the ECU 20. The intake air temperature sensor 25 detects the temperature T1 of the intake air flowing into the compressor 2C, and outputs a detection signal of the intake air temperature T1 to the ECU 20.

  The engine rotational speed sensor 26 detects the rotational speed Ne of the output shaft of the engine 1 and outputs a detection signal of the engine rotational speed Ne to the ECU 20. The turbo rotation speed sensor 27 detects the rotation speed Nt of, for example, the shaft 2D of the turbocharger 2 and outputs a detection signal of the turbo rotation speed Nt to the ECU 20.

  The supercharging pressure sensor 28 is installed in the intake manifold 1B, detects the supercharging pressure Pb of the intake air supercharged in the intake manifold 1B by the compressor 2C of the turbocharger 2, and detects the supercharging pressure Pb. A signal is output to the ECU 20. The throttle opening sensor 29 detects the opening θ of the throttle valve 8 and outputs a detection signal of the throttle opening θ to the ECU 20.

  Here, the ECU 20 controls the operation of the engine 1 when the turbocharger 2 requests power generation to the motor generator 2A, that is, when the battery voltage Vm input from the battery voltage sensor 21 to the ECU 20 falls below a predetermined value. When a power generation request signal is input to the ECU 20 from an engine ECU or the like (not shown), the power generation control of the motor generator 2A is executed in accordance with the processing procedure of the flowcharts shown in FIGS.

  In the flowchart of the main routine shown in FIG. 2, the ECU 20 performs a minimum boost pressure calculation process in step S1, a minimum compressor front-rear pressure ratio calculation process in step S2, a minimum target rotation speed calculation process in step S3, and a power generation control process in step S4. Are executed sequentially.

  The minimum supercharging pressure calculation process in step S1 is the minimum necessary to maintain the air-fuel ratio of air and fuel supplied to the engine 1 in an appropriate range as the supercharging pressure by the compressor 2C of the turbocharger 2 shown in FIG. This is a process for calculating the limit supercharging pressure, a detection signal of the engine speed Ne input from the engine speed sensor 26, a detection signal of the fuel flow rate Gf input from the fuel flow sensor 22, and an input from the atmospheric pressure sensor 23 Based on the detected signal of the atmospheric pressure P0 and the like, the ECU 20 executes it according to the subroutine flowchart shown in FIG.

  The minimum compressor front-rear pressure ratio calculation process in step S2 is a process for calculating the minimum compressor front-rear pressure ratio used for calculating the minimum target rotational speed of the turbocharger 2 corresponding to the minimum boost pressure calculated in step S1. Based on the detection signal of the atmospheric pressure P0 input from the atmospheric pressure sensor 23 shown in FIG. 1 and the detection signal of the intake air flow rate Ga input from the intake air flow rate sensor 24, the ECU 20 changes the flowchart of the subroutine shown in FIG. Run along.

  The minimum target rotational speed calculation process in step S3 is a process for calculating the minimum target rotational speed of the turbocharger 2 based on the minimum compressor front-rear pressure ratio calculated in step S2, and the engine rotational speed sensor 26 shown in FIG. The ECU 20 executes a subroutine according to the flowchart of the subroutine shown in FIG. 5 based on the detection signal for the engine speed Ne input from the ECU and the detection signal for the intake air temperature T1 input from the intake air temperature sensor 25.

  The power generation control process in step S4 is a process for controlling the operation of the motor generator 2A of the turbocharger 2 in accordance with the minimum target speed of the turbocharger 2 calculated in step S3. The turbo speed sensor shown in FIG. Based on the detection signal of the turbo rotational speed Nt input from the ECU 27, the ECU 20 executes it in accordance with a subroutine flowchart shown in FIG.

  Here, in the subroutine of the minimum boost pressure calculation process shown in FIG. 3, the ECU 20 first calculates the minimum air-fuel ratio A / F_min in step S11. This minimum air-fuel ratio A / F_min is obtained from the engine speed Ne detection signal input from the engine speed sensor 26 and the fuel flow rate Gf detection signal input from the fuel flow sensor 22 (or from the engine ECU (not shown) to the ECU 20). 7), the minimum air-fuel ratio map shown in FIG. 7 is searched. This minimum air-fuel ratio map is obtained experimentally using the engine speed Ne and the fuel flow rate Gf as parameters.

In the next step S12, the ECU 20 calculates a minimum air flow rate Ga_min. The minimum air flow rate Ga_min includes the minimum air-fuel ratio A / F_min calculated in step S11 and a fuel flow rate Gf detection signal input from the fuel flow rate sensor 22 (or a fuel flow rate input to the ECU 20 from an engine ECU (not shown)). Gf signal) and the following calculation formula.

In subsequent step S13, the ECU 20 calculates a minimum supercharging pressure Pb_min. The minimum boost pressure Pb_min is calculated by the following calculation formula based on the minimum air flow rate Ga_min calculated in step S12 and the atmospheric pressure P0 input from the atmospheric pressure sensor 23. Note that the intake efficiency in the calculation formula is retrieved from an intake efficiency map using the engine speed Ne shown in FIG. 8 as a parameter. The standard atmospheric pressure is the atmospheric pressure when the air density is calculated.

  When the subroutine for the minimum boost pressure calculation process shown in FIG. 3 ends, the ECU 20 executes the subroutine for the minimum compressor front-rear pressure ratio calculation process shown in FIG. In this subroutine, the ECU 20 first calculates the inlet pressure P1 of the compressor 2C of the turbocharger 2 in the first step S21.

The compressor inlet pressure P1 is calculated by the following calculation formula based on the detection signal of the atmospheric pressure P0 input from the atmospheric pressure sensor 23 and the detection signal of the intake air flow rate Ga input from the intake air flow rate sensor 24. The Note that F (Ga) in the calculation formula indicates the pressure loss of the atmospheric pressure P0 up to the inlet of the compressor 2C of the turbocharger 2.

In the next step S22, the ECU 20 calculates a minimum compressor outlet pressure P3. The minimum compressor outlet pressure P3 is calculated based on the minimum boost pressure Pb_min calculated in step S13 of the subroutine of FIG. 3 and the detection signal of the intake air flow rate Ga input from the intake air flow rate sensor 24. Is calculated by Note that f (Ga) in the calculation formula indicates the pressure loss of the supercharging pressure Pb from the outlet of the compressor 2C of the turbocharger 2 to the suction manifold 1B where the supercharging pressure sensor 28 is installed.

  In subsequent step S23, the ECU 20 calculates the minimum compressor front-rear pressure ratio P3 / P1 of the turbocharger 2 based on the compressor inlet pressure P1 calculated in step S21 and the compressor outlet pressure P3 calculated in step S22.

  When the subroutine for the minimum compressor front-rear pressure ratio calculation process shown in FIG. 4 ends, the ECU 20 executes the subroutine for the minimum target rotation speed calculation process shown in FIG. In the first step S31 of this subroutine, the ECU 20 determines whether or not the rotational speed of the engine 1 is in the middle / high speed rotational range of, for example, 3000 rpm or more based on the detection signal of the engine rotational speed Ne input from the engine rotational speed sensor 26. Determine.

  If the decision result in the step S31 is YES and the rotation speed of the engine 1 is in the medium / high speed rotation region, the ECU 20 in the following step S32, the minimum target of the turbocharger 2 from the medium / high speed rotation region map shown in FIG. The rotational speed Nt_trg is searched. The medium / high-speed rotation region map shown in FIG. 9 is the minimum using the minimum compressor front-rear pressure ratio P3 / P1 of the turbocharger 2 and the corrected intake air flow rate Ga_mod obtained by correcting the temperature of the intake air flow rate Ga passing through the compressor 2C as parameters. It is a map which shows target rotation speed Nt_trg.

Here, the corrected intake air flow rate Ga_mod is based on the detection signal of the intake air temperature T1 input from the intake air temperature sensor 25 and the inlet pressure P1 of the compressor 2C calculated in step S21 of the subroutine of FIG. It is calculated by the following formula. Note that k1 and k2 in the calculation formulas indicate different coefficients.

  On the other hand, if the determination result in step S31 is NO and the rotation speed of the engine 1 is in the low speed rotation range, the ECU 20 determines in step S33 the minimum target rotation of the turbocharger 2 from the low speed rotation range map shown in FIG. The number Nt_trg is searched. Here, the low speed rotation range map shown in FIG. 10 is a map showing the minimum target rotation speed Nt_trg using the minimum compressor front-rear pressure ratio P3 / P1 of the turbocharger 2 as a parameter.

In step S34 following step S31 or step S33, the ECU 20 calculates a corrected minimum target rotational speed Nt_trg_mod. This corrected minimum target rotation speed Nt_trg_mod is obtained by correcting the temperature of the minimum target rotation speed Nt_trg searched in step S31 or step S33 based on the detection signal of the intake air temperature T1 input from the intake air temperature sensor 25. It is calculated by the following formula. Note that k3 in the calculation formula indicates a predetermined coefficient.

  When the subroutine for the minimum target rotation speed calculation process shown in FIG. 5 ends, the ECU 20 executes the subroutine for the power generation control process shown in FIG. In the first step S41 of this subroutine, the ECU 20 is based on the detection signal of the turbo speed Nt input from the turbo speed sensor 27 and the corrected minimum target speed Nt_trg_mod calculated in step S34 of the subroutine of FIG. Then, it is determined whether or not the actual rotational speed Nt of the turbocharger 2 is larger than the corrected minimum target rotational speed Nt_trg_mod.

  If the determination result in step S41 is YES and the actual turbo rotation speed Nt is larger than the corrected minimum target rotation speed Nt_trg_mod, the ECU 20 starts power generation of the motor generator 2A of the turbocharger 2 in the subsequent step S42. In this case, the ECU 20 retrieves the generated power of the motor generator 2A from the generated power map shown in FIG. 11, and outputs a power generation control signal corresponding to the generated power to the motor generator controller (C / MG) 9 to A generator controller (C / MG) 9 generates power in the motor generator 2A.

  Here, in the power generation map shown in FIG. 11, a range where the difference Nt−Nt_trg_mod between the actual turbo rotation speed and the corrected minimum target rotation speed is from 0 to a predetermined value is a dead band where the power generation is 0%. When Nt−Nt_trg_mod exceeds a predetermined value, the generated power increases to 100% with a predetermined slope, and thereafter, the characteristic is set such that the generated power indicates 100%.

  On the other hand, if the determination result in step S41 is NO and the actual turbo speed Nt is smaller than the corrected minimum target speed Nt_trg_mod, the ECU 20 sends a predetermined power generation control signal for stopping the power generation of the motor generator 2A to the motor generator controller. (C / MG) 9 is output, the power generation of the motor generator 2A is stopped, and the series of processes is terminated.

  As described above, in the power generation control device for a supercharger-driven generator according to an embodiment, when the battery voltage Vm input from the battery voltage sensor 21 to the ECU 20 falls below a predetermined value or when the engine 1 operates. When a power generation request is input to the motor generator 2A of the turbocharger 2 such as when a power generation request signal is input to the ECU 20 from an engine ECU (not shown) that controls the ECU 20, the ECU 20 executes the processing of steps S1 to S4 shown in FIG. To do.

  In the subroutine of the power generation control process of FIG. 6 corresponding to step S4 of FIG. 2, the ECU 20 compares the actual turbo speed Nt of the turbocharger 2 with the corrected minimum target speed Nt_trg_mod, and compares the actual turbo speed. When the rotational speed Nt is larger than the corrected minimum target rotational speed Nt_trg_mod, the power generation is retrieved from the power generation map of FIG. 11 and a power generation control signal corresponding to this power generation is output to the motor generator controller (C / MG) 9. Then, the motor generator 2A is caused to generate power by the motor generator controller (C / MG) 9.

  As described above, according to the power generation control device for the supercharger-driven generator according to the embodiment, the motor generator 2A generates power by comparing the actual turbo speed Nt of the turbocharger 2 with the corrected minimum target speed Nt_trg_mod. Since the control is performed, the power generation control can be performed with high responsiveness and high accuracy as compared with the conventional example in which the power generation control is performed based on the supercharging pressure Pb of the turbocharger 2.

  The corrected minimum target rotational speed Nt_trg_mod compared with the actual turbo rotational speed Nt of the turbocharger 2 is the minimum necessary supercharging that can maintain the air / fuel ratio of the air and fuel supplied to the engine 1 within an appropriate range. Since it is set based on the minimum supercharging pressure Pb_min calculated as the pressure, the air-fuel ratio of the air and fuel supplied to the engine 1 can be maintained in an appropriate range.

  Further, the corrected minimum target rotation speed Nt_trg_mod to be compared with the actual turbo rotation speed Nt of the turbocharger 2 is a temperature correction of the minimum target rotation speed Nt_trg corresponding to the aforementioned minimum supercharging pressure Pb_min. It can cope with changes in the temperature environment. Since this corrected minimum target rotational speed Nt_trg_mod is compared with the actual turbo rotational speed Nt of the turbocharger 2, the difference of Nt−Nt_trg_mod in the power generation map shown in FIG. It is possible to generate electricity.

  In addition, in the power generation map shown in FIG. 11, since the range of Nt−Nt_trg_mod difference from 0 to a predetermined value is a dead zone where the power generation is 0%, hunting when generating the motor generator 2A is effective. Can be prevented.

  The power generation control device for a supercharger-driven generator according to the present invention is not limited to the above-described embodiment. For example, the motor generator 2A of the turbocharger 2 does not need to be incorporated in the turbocharger 2 using the shaft 2D as a rotor, and may be configured to be rotationally driven by an appropriate transmission mechanism using the shaft 2D as a drive shaft. Good.

  Further, when a supercharger that is rotationally driven by the output shaft of the engine 1 is provided instead of the turbocharger 2 and a generator that is rotationally driven by the supercharger is attached to the supercharger, the power generation of the present invention is performed. The control device can be configured with a generator attached to the supercharger as a control target.

1 is a schematic diagram showing a schematic configuration of an engine intake system and an exhaust system of a vehicle to which an embodiment of a power generation control device for a supercharger-driven generator according to the present invention is applied. 2 is a flowchart showing a processing procedure of a main routine of power generation control executed by an ECU shown in FIG. 3 is a flowchart showing a processing procedure of a subroutine of a minimum boost pressure calculation process shown in FIG. FIG. 3 is a flowchart showing a processing procedure of a subroutine of a minimum compressor longitudinal pressure ratio calculation process shown in FIG. 2. FIG. FIG. 3 is a flowchart showing a processing procedure of a subroutine of minimum target rotation speed calculation processing shown in FIG. 2. FIG. It is a flowchart which shows the process sequence of the subroutine of the electric power generation control process shown in FIG. 4 is a graph showing the contents of a minimum air-fuel ratio map used in the step of calculating the minimum air-fuel ratio in the flowchart shown in FIG. 3 with engine speed and fuel flow rate as parameters. It is a graph which shows the content of the intake efficiency map used at the step of the minimum supercharging pressure calculation of the flowchart shown in FIG. 3 by using an engine speed as a parameter. FIG. 6 is a graph showing the contents of a medium / high speed rotation range map used in the step of searching for the minimum target rotation speed in the flowchart shown in FIG. 5 with the minimum compressor front-rear pressure ratio and the corrected intake air flow rate as parameters. FIG. 6 is a graph showing the contents of a low speed rotation range map used in the minimum target rotation speed search step of the flowchart shown in FIG. 5 in the correlation between the minimum compressor front-rear pressure ratio and the minimum target rotation speed. 7 is a graph showing the contents of a power generation map used in the motor generator power generation control step of the flowchart shown in FIG. 6 with the difference between the actual turbo rotation speed and the corrected minimum target rotation speed as a parameter.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Turbocharger, 2A ... Motor generator, 2B ... Turbine, 2C ... Compressor, 2D ... Shaft, 3 ... Exhaust pipe, 4 ... Intake pipe, 8 ... Throttle valve, 9 ... Motor generator controller (C / MG) ) 10 ... vehicle-mounted battery, 20 ... ECU, 21 ... battery voltage sensor, 22 ... fuel flow sensor, 23 ... atmospheric pressure sensor, 24 ... intake air flow sensor, 25 ... intake air temperature sensor, 26 ... engine speed sensor, 27: Turbo speed sensor, 28: Supercharging pressure sensor, 29: Throttle opening sensor.

Claims (7)

A power generation control device for a generator that is rotationally driven by a supercharger attached to an engine to generate power,
When generating power to the generator, by comparing the actual rotational speed of the supercharger with the target rotational speed, if the actual rotational speed is greater than the target rotational speed, the generator is driven by the supercharger to generate power. A power generation control device for a supercharger-driven generator.   The power generation of the supercharger-driven generator according to claim 1, wherein the target rotational speed of the supercharger is a minimum target rotational speed corresponding to a minimum supercharging pressure required for the supercharger. Control device.   The power generation control device for a supercharger-driven generator according to claim 2, wherein the minimum supercharging pressure required for the supercharger is determined based on a fuel flow rate to the engine and an engine speed. .   The supercharger-driven generator according to claim 3, wherein the minimum supercharging pressure is determined based on a minimum intake air flow rate corresponding to a minimum air-fuel ratio determined according to the fuel flow rate and the engine speed. Power generation control device.   The power generation of a supercharger-driven generator according to any one of claims 2 to 4, wherein the minimum target rotational speed of the supercharger is determined based on a front-rear pressure ratio of a compressor of the supercharger. Control device.   In the low-speed rotation range where the engine speed is less than a predetermined value, the minimum target rotation speed of the supercharger is determined according to the front-rear pressure ratio of the compressor, and in the medium-high speed rotation range where the engine speed is a predetermined value or more, The power generation control of the supercharger-driven generator according to claim 5, wherein a minimum target rotational speed of the supercharger is determined according to a front-rear pressure ratio of the compressor and a flow rate of air passing through the compressor. apparatus. The turbocharger-driven generator according to any one of claims 1 to 6, wherein the target rotational speed of the supercharger is corrected according to an intake air temperature on a compressor inlet side of the supercharger. Power generation control device.

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