JP2008206275A - Power generation controller for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power generation controller for engine which can reduce possibility that a variety of electric systems might be damaged, by suppressing the fluctuation width of actual power generation voltage to target generated voltage. <P>SOLUTION: The power generation controller possesses a starter dynamo (generator) 12 which generates electricity, according to the drive of the engine 1, a revolution estimating means A2 which estimates the number of revolutions Nea of the generator, foreseeing the response delay of a control cage 38 (power generation quantity control device) which increases or decreases the power generation quantity of the generator, a target power generation voltage setting means A3 which computes the target power generation voltage Vgo geared to the estimated number of revolutions Nea, and a control means A4 which controls the power generation quantity control device 38 so as to eliminate the slippage of actual power generation voltage to the target power generation voltage Vgo geared to the estimated number of revolutions. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power generation control device that controls a power generation amount of a generator used in an engine, and more particularly, to a power generation control device that can maintain a power generation amount at an appropriate value in accordance with fluctuations in engine driving state.

A vehicle is equipped with a generator that is driven by an engine and supplies electric power to an in-vehicle battery and an electric load for the vehicle. This vehicle generator is subjected to power generation control so as to obtain a generated voltage corresponding to the rated voltage of the battery. Normally, a generator driven in synchronism with the rotation of the engine maintains the voltage when the generated voltage fluctuates and the rated voltage of the battery is 14 V, for example, as shown in FIG. It is necessary to maintain the rotational speed of the generator near the predetermined value Ne1.
However, when the engine speed (rotational speed) fluctuates because the load applied to the engine fluctuates according to the running resistance of the vehicle or the driving resistance of the engine accessory, the generated voltage of the generator that is driven in synchronism with this changes. Also fluctuate. In particular, if the state in which the power generation voltage increases and fluctuates continues, there is a risk that electric devices such as various on-vehicle sensors and injectors may be damaged.

  As a conventional power generation control device capable of avoiding such a situation, for example, an output control device for a synchronous generator disclosed in JP-A-2005-124328 (Patent Document 1) is known. This output control device includes a full-wave rectifier circuit that rectifies three-phase alternating current, and suppresses excessive power generation drive by a regulator connected thereto. Furthermore, this output control device is provided with a power generation control unit that sets power generation voltage low during acceleration operation to limit power generation, and sets power generation voltage high during steady operation to cancel power generation limitation. As described above, in the synchronous generator output control device of Patent Document 1, by driving the regulator, the power generation drive is suppressed according to the operation state, and the level of the generated voltage is switched.

  By the way, a synchronous generator that maintains a generated voltage at a target generated voltage by providing a power generation amount control device for increasing / decreasing the amount of generated power in the main body of the synchronous generator and mechanically switching the device is known. Such a synchronous generator generates a three-phase alternating current on the stator coil side by rotating the rotor side magnet relative to the stator side stator coil. In this case, an annular control rod as a power generation amount control device is disposed so as to be rotatable by a predetermined amount in an annular gap between the magnet on the outer periphery of the rotor and the inner peripheral wall of the stator. When the control rod is switched and moved in the rotation direction, the amount of the magnetic field lines received by the stator coil is adjusted to increase or decrease, whereby the current excited by the stator coil is increased or decreased to adjust the power generation amount.

JP 2005-120905 A

  In a synchronous generator having a power generation amount control device that mechanically switches and moves, in the power generation control, a deviation of an actual power generation voltage (a value corresponding to the engine speed) with respect to a target power generation voltage (for example, 14 V) is obtained. Thus, the power generation amount control device is switched and driven in a direction to cancel out the deviation. For example, the target control value (two-dot chain line of reference a1) shown in FIG. 13 is calculated by PI control. In this case, the power generation control device is driven with an output corresponding to the target control value (PI control value), the actual power generation voltage as a result is fed back, and the difference between this and the target power generation voltage is obtained. Feedback control is performed in which the power generation amount control device is switched and driven so as to cancel the voltage deviation (symbol Δv in FIG. 12).

  In this power generation control, if there is no operation delay in the power generation control device, the correction value for correcting the power generation voltage is displaced almost simultaneously with the target control value a1 (indicated by the solid line a2 in FIG. 13), and the actual power generation voltage is the target power generation. In the vicinity of the voltage 14V, the range is relatively small (indicated by the solid line Va in FIG. 13). However, when a relatively large response delay occurs in the switching displacement of the power generation control device (indicated by a two-dot chain line a3 in FIG. 13), the actual power generation voltage is corrected with a delay.

In this case, as shown by a two-dot chain line a3 (see FIG. 13), when a correction delay of the actual power generation voltage (symbol r1) occurs, the actual power generation voltage Vn has a relatively large fluctuation range with respect to the target power generation voltage 14V (see FIG. 13). 13 is indicated by a two-point difference line Vb). As described above, if the generated voltage continues to fluctuate greatly, there is a risk of adversely affecting the operation of various in-vehicle sensors and electric devices such as injectors.
SUMMARY OF THE INVENTION An object of the present invention is to provide an engine power generation control device that can suppress a fluctuation range of an actual power generation voltage with respect to a target power generation voltage and prevent damage to electrical devices.

  In order to achieve the above-mentioned object, the invention of claim 1 is directed to the engine rotation in anticipation of a response delay of a generator that generates electric power in response to driving of the engine and a power generation amount control device that increases or decreases the power generation amount of the generator. A rotational speed predicting means for predicting the number; a target generated voltage setting means for setting a target generated voltage of the generator according to the rotational speed; and a deviation of the actual generated voltage of the generator with respect to the target generated voltage. And a control means for controlling the power generation amount control device.

  According to a second aspect of the present invention, in the engine power generation control device according to the first aspect, the control means performs the control by feedforward control.

  According to a third aspect of the present invention, in the engine power generation control device according to the first or second aspect, the time obtained during a predetermined data acquisition period and the change in the actual rotational speed of the engine during the data acquisition period Data calculating means for obtaining the related data, and the rotational speed predicting means predicts the rotational speed after the data acquisition period based on the related data.

  According to a fourth aspect of the present invention, in the engine power generation control device according to the first or second aspect, the engine output torque, the consumption torque of the component connected to the engine, and the inertia moment of the component are used. Rotational change amount calculating means for obtaining the rotational change amount is provided, wherein the rotational speed predicting means predicts the rotational speed based on the rotational change amount.

  According to a fifth aspect of the present invention, in the engine power generation control device according to the first or second aspect of the present invention, the engine speed control unit includes a driving state determination unit that determines whether the engine is driven in a steady state or a transient state. When the driving state determination unit determines that the driving state determination unit is in a steady state, the related data of the time obtained during a predetermined data acquisition period and the change in the actual engine speed during the data acquisition period Based on the prediction of the number of revolutions after the data acquisition period, and when the driving state determination means determines that it is in a transient state, the output torque of the engine, the consumption torque of the component connected to the engine, the component The number of revolutions is predicted based on the amount of change in rotation of the engine obtained using the moment of inertia of the engine.

  According to the first aspect of the present invention, since the deviation of the target generation voltage due to the differential delay of the power generation amount control device is controlled, it is possible to perform appropriate generation voltage control, such as suppressing generation voltage hunting. it can.

  According to the invention of claim 2, by using the feedforward control, it is possible to avoid the operation delay of the power generation amount control device, and to perform appropriate power generation voltage control such that the hunting of the power generation voltage can be suppressed.

  According to the invention of claim 3, when the engine is in a steady operation state, the rotational speed can be easily and accurately predicted.

  According to the invention of claim 4, when the engine is in a transient operation state, the rotational speed can be predicted with good responsiveness. For example, when the component connected to the engine is a torque converter, it is possible to calculate the predicted rotational speed reflecting the rotational load characteristics (the inertial moment of the torque converter and the pump torque) according to the connected state of the torque converter with high responsiveness.

  According to the fifth aspect of the present invention, accurate power generation voltage control corresponding to the operating state of the engine can be performed.

FIG. 1 shows a four-cycle four-cylinder gasoline engine (hereinafter simply referred to as an engine) 1 equipped with an engine power generation control device as one embodiment of the present invention.
The engine 1 is a direct-injection spark ignition engine, and a plurality of (here, four) cylinders C are sequentially arranged at equal intervals along the longitudinal direction of the engine. Fuel is injected into each cylinder C by the fuel injection valve 2, intake air metered in by the throttle valve 4 in the intake passage IR flows into the cylinder C, ignition of the air-fuel mixture is performed by the spark plug 3, and exhaust gas is exhausted It is discharged to the road ER. By such combustion drive, the engine 1 converts a combustion energy into a rotational energy by a piston crank mechanism (not shown), and transmits the rotational force obtained thereby to the driving wheel W via the power transmission system PT from the crankshaft 5. Yes.

The crankshaft 5 of the engine 1 is provided with a crank angle sensor 6 (shown schematically in FIG. 1) that detects a unit crank angle signal Δθ and a cylinder discrimination signal (reference signal) θc that are generated every 10 ° of the crank angle. The detection signal is output to a controller (electronic control unit: ECU) 7 described later.
As shown in FIG. 1, an ignition unit 8 controlled by a controller 7 is connected to the ignition plug 3, and the controller 7 drives the ignition plug 3 of each cylinder. A fuel supply device 9 controlled by a controller 7 is connected to the fuel injection valve 2, and the controller 7 controls the fuel injection valve 2 to inject fuel at an appropriate time. Here, when the injection signal from the controller 7 is input to the fuel injection valve 2, the fuel injection valve 2 performs injection driving according to the injection signal.

The power transmission system PT connected to the crankshaft 5 includes a starter dynamo 12 that also uses the flywheel 11 fixed to the crankshaft 5 as a rotor, a torque converter 13 that intermittently adjusts and outputs the rotation of the flywheel 11, and a torque converter. A rotation switching mechanism 14 for switching the rotation of the motor 13 forward / reversely, a CVT transmission 15 that receives the rotation of the rotation switching mechanism 14 and shifts and outputs it to the gear train 17, and the rotation from the gear train 17 on the left and right drive wheels W side. And a differential device 18 for branching and transmitting.
As shown in FIG. 1, the torque converter 13 on the power transmission system PT includes a pump 22 on the flywheel 11 side, a turbine 21 integrated with the output shaft 131, and a stator for adjusting fluid friction between the pump 22 and the turbine 21. 19, and transmits rotation by allowing an input / output rotation difference. The torque converter 13 is provided with a lockup clutch 20 for switching the output shaft 131 and the flywheel 11 intermittently.

As shown in FIG. 1, the CVT transmission 15 includes a primary pulley (input shaft pulley) 23, a secondary pulley (output shaft pulley) 24, and a steel belt 25 wound between these pulleys. And a function of increasing / decreasing the engine speed Ne by switching the respective winding diameters of the driven pulley 24.
As shown in FIGS. 1 to 3 and 5, the starter dynamo 12 includes an annular stator 27 supported by a torque converter casing 30, a flywheel 11 as a rotor that rotates inside the stator 27, and a flywheel 11. And a control rod 38 as a power generation amount control device that is concentrically disposed in an annular gap between the stator 27 and the relative movement.

The stator 27 includes a plurality of iron core portions 34 projecting inward at equal intervals in the inner circumferential direction, and three-phase windings (stator coils 33) are wound around the iron core portions 34, respectively. A flywheel 11 as a rotor is disposed concentrically inside the stator 27. The flywheel 11 includes a rotor portion 28 that is directly connected to the crankshaft 5 of the engine 1 and a plurality of magnets 29 that are integrally joined to the outer periphery of the rotor portion 28. Each magnet 29 is sequentially arranged on the outer periphery of the rotor portion 28 along the circumferential direction via the missing portion 31.
As shown in FIG. 3, an annular cylindrical body 10 is concentrically disposed on the outer peripheral facing portion of the boss 281 of the rotor portion 28. The cylindrical body 10 is supported at the base end side (left end in FIG. 3) on the engine body side. A rotor angle sensor (magnetic pole sensor) 32 is provided at a portion of the inner peripheral wall on the distal end side of the cylindrical body 10 facing the outer peripheral wall of the boss 281.

A magnet ring 35 magnetized so as to exert a magnetic action on the rotor angle sensor 32 is fitted on the outer peripheral wall of the boss 281. The magnetized band of the magnet ring 35 corresponding to the rotor angle sensor 32 has N poles alternately arranged at predetermined width intervals in the circumferential direction according to the facing state of the stator 27 and the magnet 29 of the rotor portion 28. An S pole is formed.
A conductor ring 72 is attached to the outer peripheral surface of the cylindrical body 10, and a centrifugal separation brush 71 fixed to the inner peripheral wall of the annular bulging portion 282 on the outer periphery of the rotor portion 28 is in sliding contact therewith. The centrifugal separation brush 71 supplies a current from the power source side to a plurality of excitation coils (not shown) in the annular bulging portion 282. Here, when a plurality of exciting coils (not shown) are in an excited state (when the rotor is rotating at a low speed), the magnetic force of each magnet 29 of the rotor portion 28 is increased to improve the power generation characteristics, and a non-excited state (when the rotor is rotating at a high speed). If so, it functions to weaken the magnetic force of each magnet (electromagnetic type) 29 of the rotor portion 28. As a result, output characteristics at the time of high engine rotation are secured, and unnecessary power generation is suppressed.

As shown in FIGS. 2 to 4, the control rod 38 has an annular main portion 381 that is annularly arranged to face each iron core portion 34 of the stator 27 via a predetermined interval, and an annularly arranged iron core portion 34. The same number of protruding portions 382 as the core portions 34 protruding so as to face each other, a guide portion 383 (see FIG. 4) extending from the side portion of the annular main portion 381, and a part of the guide portion 383 are formed. Rack portion 384 (see FIG. 4).
The annular main portion 381 is configured such that a guide portion 383 integrated therewith can slide on a resin support member 52 (see FIG. 3) on the engine body side via a plurality of sliding support portions 51 (see FIGS. 3 and 4). Supported. The sliding support portion 51 has a U-shaped cross section, a base end is fixed to the support member 52, and a bifurcated tip end of the sliding support portion 51 holds the guide portion 383.

  As shown in FIGS. 3 and 4, a rack portion 384 is formed between the pair of adjacent sliding support portions 51 on the outer peripheral surface of the guide portion 383. The rack portion 384 has a plurality of spur teeth protruding from the outer peripheral surface of the guide portion 383. The pinion 37 is engaged with the rack portion 384. The pinion 37 is rotationally driven by a step motor 53. The step motor 53 is fixedly supported by a part of the support member 52 (see FIG. 3), and the step motor 53 is rotationally controlled by the controller 7.

  As shown in FIG. 2, there are the same number of the protrusions 382 of the control rod 38 and the iron cores 34 of the stator 27, and the positions of the protrusions 382 facing the iron cores 34 (FIGS. 2, 7A). ), The control rod 38 is switched and held at the reference position P1. On the other hand, as shown by a solid line in FIG. 7B, each protrusion 382 of the control rod 38 is intermediate between a pair of adjacent iron cores 34 of the stator 27 in accordance with a predetermined rotation amount of the step motor 53. When facing the part, the control rod 38 is switched and held at the separation position P2. Here, when the step motor 53 receives an input signal of an appropriate target position Pno, the step motor 53 rotates in the forward and reverse directions according to the deviation from the current position, and in conjunction with this, each protrusion 382 of the control rod 38 is operated as a reference. The position is switched to the target position Pno between the position P1 and the separation position P2 (the rotation range indicated by the symbol Se in FIG. 2). As shown in FIG. 2, the three protruding portions 382 of the control rod 38 and one magnet (electromagnetic type) 29 of the rotor portion 28 are configured to face each other simultaneously.

When such a starter dynamo 12 functions as a generator, as the rotor portion 28 rotates, the relative distance between the magnet 29 and the iron core portion 34 varies, and the magnetic dose received by the iron core portion 34 increases or decreases. In particular, when the projecting portion 382 of the control rod 38 is switched between the reference position P1 and the separation position P2, the amount of current induced in the stator coil 33 wound around each iron core portion 34 increases or decreases. That is, the step motor 53 switches the projecting portion 382 to the target position Pno between the reference position P1 and the separation position P2 to thereby move the three-phase winding ( The three-phase AC current excited by the stator coil 33) can be increased or decreased, and the output voltage Vg obtained by rectification by the full-wave rectifier 40 described later is increased or decreased.
Such a starter dynamo 12 functions as a starter at start-up. As shown in FIG. 5, a full-wave rectifier 40 (to be described later) converts the current from the battery 39 into a three-phase alternating current by the controller 7, and the starter dynamo 12 that receives this rotates the crankshaft 5 integrated with the rotor portion 28. The engine 1 is started. In addition, after starting, it functions as a synchronous generator, charges the battery 39 with the generated current, and supplies current to an unillustrated electrical component.

The operation of the starter dynamo 12 as a motor is as follows. By sequentially supplying current to the stator coil 33 in accordance with the rotation angle detected by the rotor angle sensor 32, the rotor unit 28 (flywheel 11) including the magnet 29 receives and rotates the magnetic force. Cranking is started by the rotation of the flywheel 11 integrated with the crankshaft 5, and the engine 1 starts a self-sustaining operation when the ignition rotation speed is reached. After starting the independent operation, the control system is switched to the generator side, and the starter dynamo 12 operates as an engine generator.
When the starter dynamo 12 operates as a motor, the step motor 53 switches and holds the control rod 38 at the reference position P1. Thus, the amount of magnetic force reaching the magnet 29 of the rotor portion 28 from each iron core portion 34 of the stator 27 through the projecting portion 382 is secured, and the rotational torque received on the rotor portion 28 side is sufficiently secured.

FIG. 5 shows a schematic wiring diagram of the starter dynamo 12. In the figure, the controller 7 is connected to a full-wave rectifier 40 that rectifies the three-phase alternating current generated in the starter dynamo 12, and the full-wave rectifier 40 has a regulator 41 for limiting its output to a predetermined regulator target voltage V. Is attached. The controller 7 here functions as a power generation control unit A4 that controls the amount of power generation according to the acceleration state, the battery voltage, and the like. A detection signal from the rotor angle sensor 32 is input to the controller 7.
As shown in FIG. 1, the controller 7 includes a ROM (Read Only Memory) 702, a RAM (Random Access Memory) 703, a TIM (Timer) 704, a CPU (Microprocessor) 701, and an input port which are connected to each other via a bidirectional bus. 705 and an output port 706. As shown in FIG. 6, the controller 7 includes an engine control means A1 including an engine fuel control unit A11 (modified in FIG. 6), an intake control unit A12, and an ignition control unit A13, a rotational speed prediction unit A2, and a target power generation. Each control function of voltage setting means A3, power generation control means (control means) A4, drive state determination means A5, data calculation means A6 or rotation change amount calculation means A7 is provided.

Specifically, the fuel control unit A11 calculates the fuel injection amount according to the engine operation information, and the fuel injection valve 2 performs the injection of the fuel injection amount. The intake control unit A12 calculates the throttle opening degree θs according to the accelerator opening degree θa from the accelerator sensor 75 and the load information, and controls the throttle valve 4 to the throttle opening degree. The ignition control unit A13 calculates an ignition timing corresponding to the crank angle information (unit crank angle signal Δθ, cylinder discrimination signal θc) and engine operation information, and ignites the spark plug 2 at the ignition timing.
The engine is driven by such an operation of the engine control means A1, and the rotational output is transmitted to the power transmission system PT.

Next, the driving state determination means A5 obtains the accelerator opening θa indicated as APS in FIG. 10 or the throttle opening θs indicated as TPS from the throttle opening sensor 72 (see FIG. 1). Then, the accelerator opening change rate θa / dt or the throttle opening change rate θs / dt is calculated. Here, the steady operation range c1 (see FIG. 10) is determined when the accelerator opening change rate θa / dt or the throttle opening change rate θs / dt is relatively low, and when it is relatively high, the transient operation range c2 ( (See FIG. 10).
The calculation result of the data calculation means A6 is adopted when the steady operation range c1 (see FIG. 10) is determined. Here, the data calculation means A6 includes the sampling time (t1, t2,... In FIG. 8) obtained during a predetermined data acquisition period en (see FIG. 8) and the engine during the data acquisition period en. The data distribution characteristics of the related data of the change in the actual rotational speed of 1 (the rotational speed Ne in FIG. 8), for example, the actually measured values (●, ■, ★) during each data acquisition period en in FIG.

Instead of this data calculation means A6, the calculation result of the rotation change amount calculation means A7 is adopted in the transient operation range c2 (see FIG. 10). Here, the amount of change in rotation ΔNβ of the engine 1 per unit time is obtained based on the model value when the torque balance in the torque converter 13 (power transmission system component) of the engine is modeled.
As shown in FIG. 9, the rotation change amount calculation means A7 uses Tp as the pump torque of the torque converter (rotation transmission device) 13 having the inertia (moment of inertia) Ie, and Te as the target engine torque obtained from the accelerator opening θa. Then, let Ta be the auxiliary machine torque of an engine auxiliary machine (for example, a water pump) attached to the engine 1, and obtain the rotation change amount ΔNβ using the following equation (1).

ΔNβ = (Te−Ta−Tp) / Ie × Δt × td (1)
In using the equation (1), first, a target engine torque Te, a pump torque (torque of the torque converter pump 22) Tp and an auxiliary machine torque Ta are obtained. Note that td is a delay time caused by the operation responsiveness of a component (here, the torque converter 13) connected to the engine 1.
Here, the pump rotation speed Np of the output shaft 131 is obtained by the pump rotation sensor 73. After that, the pump torque Tp of the torque converter 13 as the load torque is calculated from a map (not shown) as a value corresponding to the rotation difference Δn (= Ne−Np) between the crankshaft 5 and the output shaft 131.
Further, the target engine torque Te is obtained from the accelerator opening degree θa. Further, the auxiliary machine torque Ta of the engine 1 is calculated from a map (not shown) as a value corresponding to the engine speed Ne.

Then, a subtraction value (= Te−Ta−Tp) of the target engine torque Te is calculated as a value per unit time. Further, the subtraction value (= Te−Tp−Ta) is divided by the inertia (moment of inertia) Ie of the model of the power transmission system to obtain a basic rotation change amount ΔN / Δt = (Te−Tp−Ta) / Ie. . Further, in this case, considering the operation responsiveness of the torque converter 13, the actual rotation change amount ΔNβ = {(Te−Tp−Ta) / Ie} × Δt × td is obtained by multiplying the delay time td resulting therefrom.
As will be described later, the engine speed Nea (← Nea + ΔNβ (tn)) at the time of transition is sequentially set as the predicted engine speed Nea by sequentially adding the engine speed fluctuation amount corresponding to the engine speed change amount ΔNβ over time. It has been updated.

Next, when the accelerator opening change rate θa / dt is relatively low and the rotational speed predicting means A2 receives a signal of the steady operating range c1, the rotational speed predicting unit A2 performs a predicted rotational speed calculation process M1 in the steady operating range c1. .
In the predicted rotational speed calculation process M1 in the steady operation range, for example, based on the data distribution characteristics of the actually measured values (●, ■, ★) obtained in the data acquisition period en in FIG. In addition, a linear function (Ne = A × t + B), which is an approximate expression according to the rotational speed variation, is set based on the least square method, and the predicted rotational speed Nea (actually measured values described in FIG. 8: ○, □, ☆) Is calculated. In the present embodiment, a linear function formula is used as an approximation formula, but a quadratic or higher order function formula can also be used.

  First, the generator rotation speed (= f (t)) at each measurement time point (t) and the measured measurement time points (t) by a linear function (Ne = A × t + B) provisionally set from the data distribution characteristics. The total value of the square values of the differences from the actual motor rotational speed Nen (actually measured values described in FIG. Further, the temporarily set linear function (Ne = A × t + B) is corrected so that the total value becomes the minimum, and the setting is completed. Here, as indicated by a solid line in the e1 region, a broken line in the e2 region, and a two-dot chain line in the e3 region in FIG. 8, a linear function is sequentially calculated and set in each data acquisition period en.

  When the linear function is calculated in the data acquisition period (e1, e2...), As shown in FIG. 8, the predicted rotational speed Nea when the delay time (td1, td2. calculate. In this case, the delay time (td1...) Is substituted into the linear function (Ne = A × t + B), and the predicted rotational speed Nea (Ne1, Ne2...) When the delay time (td1. Ask for. In other words, in anticipation of a response delay in the switching of the control rod 38, that is, the position Pno ′ ( Predicted rotation speed Nea (predicted values in FIG. 8: ◯, □, ☆) according to FIG. 7B) is calculated in advance. For this reason, the obtained predicted rotational speed Nea is the steady-state engine rotational speed that is actually generated.

Further, the rotational speed predicting means A2 has a relatively high generator rotational speed, and when receiving the signal of the transient operating area c2, it replaces the predicted rotational speed calculation process in the steady operating area c1 with the transient operating area c2. The predicted rotational speed calculation process M2 is performed.
In the predicted rotational speed calculation process M2 in the transient operation region c2, when each projecting portion 382 of the control rod (power generation amount control device) 38 that increases or decreases the power generation amount of the starter dynamo 12 (generator) faces the stator 27, , A response delay (mechanical operation delay) when switching to a desired target position Pno between the reference position P1 and the separation position P2 (for example, a position Pno ′ before the target position Pno shown in FIG. 7B) ) In consideration of the actual position Pno ′ that is actually reached, and the actual operation in the transient operation region c2 obtained in a state where each projecting portion 382 of the control rod 38 is at the actual position Pno ′ during switching due to a response delay. Rotational change amount ΔNβ = {(Te−Tp−Ta) / Ie} × Δt × td is fetched from rotational change amount calculation means A7, and engine rotational speed Ne (where the engine rotational speed and generator rotational speed are the same) is predicted. To do.

Here, the actual rotation change amount ΔNβ = {(Te−Tp−Ta) / Ie} × Δt × td obtained by the rotation change amount calculation means A7 is sequentially added. Further, at each time point (t1, t2... Tn) of one control cycle in FIG. 10, the predicted engine speed Nea in the transient operation area c2 is changed to the engine speed Ne1 when entering the transient operation area c2. The rotational fluctuation amount ΔN corresponding to the rotational change amount ΔNβ (tn) at the time is sequentially added, and the engine rotational speed Nea (← Nea + ΔNβ (tn)) at the time of transition is sequentially updated as the predicted rotational speed Nea.
The target power generation voltage setting means A3 sets the target power generation voltage Vgo according to the predicted rotational speed Nea (Ne1, Ne2...) Obtained by the rotational speed prediction means A2. Here, as shown in FIG. 12, the related data of the generated voltage Vg according to the engine speed Ne is acquired. Then, a characteristic of the target power generation voltage Vgo corresponding to the predicted rotation speed Nea is set, and a map map1 (see FIG. 6) that can calculate this is prepared in advance.

The power generation control means A4 switches and controls each protrusion 382 of the control rod 38 (power generation amount control device) via the step motor 53 so as to eliminate the deviation of the target power generation voltage Vgo according to the predicted rotation speed Nea.
Here, the power generation control means A4 obtains a predicted switching position Pno ′ which is appropriately set between the reference position P1 and the separation position P2 in order to obtain the target power generation voltage Vg. Feed forward control for switching the control rod 38 (power generation amount control device) to the target position Pno corresponding to 'is performed. At this time, since the control rod 38 (power generation amount control device) is switched to the temporary target position Pno, the switching control to the predicted switching position Pno ′ can be performed with good responsiveness.

Next, control processing in the power generation control device for an engine of the present invention will be described.
Here, each control process of the controller 7 of FIG. 1 is demonstrated along the electric power generation control routine of FIG.
When the control process of the controller 7 shifts to the power generation control routine, first, in step s1, an accelerator opening sensor 71, a throttle opening sensor 72, a pump rotation sensor 73, and other engine operation information are captured. Further, the step motor 53 is corrected and held at a step position corresponding to the reference position P1.

Next, in step s2, the rate of change θa / dt (ΔAPS) is calculated from the data of the accelerator opening θa, and it is determined whether or not the same value exceeds a threshold value XAPS for determining the transient operation region (c2 region in FIG. 10). If it is a steady operation region (c1 region in FIG. 10) and does not exceed, it proceeds to step s4, and if it exceeds, proceeds to step s3. In step s3, since it is a transient operation region (c2 region in FIG. 10), the transient operation flag FLG1 is turned on and the process proceeds to step s4. In step s4, it is determined whether or not the transient operation flag FLG1 is on. If off, the process proceeds to step s5, and if on, the process proceeds to step s6.
When step s5 is reached in the steady operation region (c1 region in FIG. 10), here, the predicted rotation speed calculation process M1 in the steady operation region c1 is performed.

As shown in FIG. 8, the times t1, t2,... Obtained during the data acquisition period (e1 shown in FIG. 8) and the actual number of revolutions of the generator (actual measurement values: ■, ★...) Based on the related data, a first-order approximate expression (see the solid line in FIG. 8) of the time and the generator rotational speed Ne is set by the least square method, and the delay time Δt1 immediately after the data acquisition period e1 is set by the approximate expression. A predicted rotation speed Nea (Ne1) at the time of elapse is calculated.
Next, when step s7 is reached, a target generated voltage Vg corresponding to the predicted rotation speed Nea (Ne1) calculated this time is calculated using a map map1 (see map1 in FIG. 6). Next, in order to obtain a predicted switching position Pno ′ for obtaining the target power generation voltage Vgo, feedforward control for switching the control rod 38 (power generation amount control device) to the temporary target position Pno is performed. At this time, since control for directly switching the control rod 38 (power generation amount control device) to the temporary target position Pno is performed, switching to the predicted switching position Pno ′ is performed, and the target power generation voltage Vg can be obtained with good responsiveness. The actual generated voltage close to the target generated voltage Vg as shown by the solid line in FIG. 13 can be obtained.

Such processing is repeated over time as long as it is in the steady operation region (c1 region in FIG. 10), and sequentially in the same manner during the data acquisition period (e2, e3,...) Shown in FIG. Predicted rotation speed Nea (Ne2, Ne3,... After each delay time .DELTA.t2, .DELTA.t3,... Immediately after the data acquisition period (e2, e3,...) As in the case of e1. ) Is calculated by the predicted rotational speed calculation process in the steady operation range c1, and the target generated voltage Vgo corresponding to the predicted rotational speed Nea is sequentially calculated with high accuracy, and the fluctuation range with respect to the rated voltage 14V of the battery is small. It is possible to obtain an actual generated voltage close to the target generated voltage Vg indicated by a solid line.
On the other hand, when step s6 is reached in the transient operation region (c2 region in FIG. 10) from step s4, here, the predicted rotational speed calculation process M2 in the transient operation region c2 is performed.

As shown in FIG. 9, in the predicted rotational speed calculation process M2 in the transient operation region c2, the pump torque Tp of the torque converter (rotation transmission device) 13 having the inertia (moment of inertia) Ie obtained previously is used as the crankshaft 5 And a value corresponding to a rotation difference Δn (= Ne−Np) between the output shaft 131 and the output shaft 131 from a map (not shown). Further, the target engine torque Te is obtained from the accelerator opening degree θa. Further, the auxiliary torque Ta of the engine auxiliary machine (for example, water pump) is a value corresponding to the rotational difference Δn (= Ne−Np) between the engine speed Ne and the output shaft 131 (the value from the pump rotation sensor 73 is taken in advance). Is obtained from a map (not shown).
Next, these data are converted into the equation (1) ΔNβ == (Te−Ta−Tp) / Ie × Δt × td (1)
Assign to.

In the equation (1), the value obtained by subtracting the auxiliary engine torque Ta and the pump torque Tp from the target engine torque Te is divided by the inertia Ie to obtain a rotation change amount per unit time (= (Te−Ta−Tp) / Ie). The actual rotation change amount ΔNβ is obtained by multiplying it by the delay time td.
By adding the rotational change amount ΔNβ in the transient operation range c2 to the previous predicted rotation speed Nea every time the data acquisition period en has elapsed, that is, to the engine rotation speed Ne1 when entering the transient operation range c2. The engine speed Nea (← Nea + ΔNβ (tn)) at the time of transition can be sequentially calculated as the predicted engine speed Nea sequentially by sequentially adding the engine speed fluctuation amount ΔN corresponding to the engine speed variation ΔNβ (tn) at each time point (see FIG. 10). ).

  Next, when step s6 is reached from step s6, the target generated voltage Vg corresponding to the current predicted rotation speed Nea is calculated using the map map1 (FIG. 6), and the predicted switching position Pno ′ for obtaining the target generated voltage Vgo is obtained. Therefore, for control, feedforward control is performed to switch the control rod 38 (power generation amount control device) to the temporary target position Pno. At this time, since the control rod 38 (power generation amount control device) is directly switched to the temporary target position Pno, the target power generation voltage Vg is obtained with good responsiveness, and the fluctuation range with respect to the rated voltage 14V of the battery is small. A power generation voltage Va close to a rated voltage of 14 V, indicated by a solid line in FIG. 13, can be obtained.

As described above, in the engine power generation control device of FIG. 1, the deviation of the target power generation voltage due to the differential delay of the control rod 38 (power generation amount control device) is canceled regardless of whether in the steady operation region c1 or the transient operation region c2. The fluctuation range of the actual power generation voltage with respect to the target power generation voltage can be suppressed, appropriate power generation voltage maintenance control can be performed, and damage to the electrical devices can be prevented.
Further, since the control rod 38 (power generation amount control device) is switched to the target position corresponding to the target power generation voltage by feedforward control, the deviation of the target power generation voltage (r1 in FIG. 13) is canceled out, and the actual power generation with respect to the target power generation voltage The fluctuation range of the voltage can be suppressed, and an appropriate generated voltage can be secured.

Furthermore, since the predicted rotational speed calculation process M1 in the steady operation range c1 in step s5 is performed, the target power generation voltage can be set with high accuracy, in particular, it can be set with high precision in the steady operation state, and appropriate power generation voltage maintenance control is performed. Can do.
Furthermore, since the predicted rotational speed calculation process M2 in the transient operation region c2 in step s6 is performed, the predicted rotational speed can be calculated accurately and with good responsiveness in the transient operation state, the target power generation voltage can be set, and appropriate power generation voltage maintenance control is performed. It can be performed. For example, in the case of torque converter connection, a rotation delay corresponding to the torque converter connection state is reflected, and the predicted rotation speed can be calculated with good responsiveness.

  Further, according to the determination as to whether the steady operation range c1 or the transient operation range c2 in step s4, the predicted rotational speed can be accurately calculated when the engine 1 is in the steady state, and the predicted rotational speed is accurately responsive when the engine 1 is in the transient state. It can calculate well, can suppress the fluctuation range of the actual power generation voltage with respect to the target power generation voltage, and can appropriately perform the power generation voltage maintenance control of the generator mounted on the engine such as a vehicle in which the rotation fluctuation easily occurs.

1 is a schematic configuration diagram of an engine including an engine power generation control device according to an embodiment of the present invention. FIG. 2 is a front cross-sectional view of a main part of a starter dynamo (generator) installed in the engine of FIG. 1. FIG. 2 is a cutaway cross-sectional view of a main part of a side surface of a starter dynamo (generator) installed in the engine of FIG. 1. FIG. 2 is a partially enlarged plan view of the starter dynamo (generator) of FIG. 1. It is a schematic wiring diagram of the electric power generation control apparatus of the engine of FIG. FIG. 2 is a block diagram of a control configuration of the engine power generation control device of FIG. 1. FIG. 2 is a partially enlarged cutaway view of the starter dynamo (generator) in FIG. 1, (a) illustrating a reference position, and (b) illustrating a separation position. FIG. 2 is an explanatory diagram of control characteristics in a steady operation range of the power generation control device for the engine of FIG. 1. FIG. 2 is an explanatory diagram of control characteristics in a transient operation region of the engine power generation control device of FIG. 1. It is a characteristic line figure explaining the relationship between the generator rotation speed of the engine electric power generation control apparatus of FIG. 1, an accelerator change speed, etc. FIG. It is a flowchart of the electric power generation control routine in the electric power generation control apparatus of the engine of FIG. It is a characteristic diagram which shows the relationship between the generator rotation speed in a power generation control apparatus of an engine, and a generated voltage. FIG. 6 is a characteristic diagram illustrating a change over time in the generated voltage in the engine power generation control device.

Explanation of symbols

1 Engine 5 Crankshaft 7 Controller 10 Tubular Body 12 Starter Dynamo 33 Stator Coil 38 Control Rod (Power Generation Control Device)
382 Projection 39 Battery 40 Full-wave rectifier A1 Engine control means A2 Rotational speed prediction means A3 Target power generation voltage setting means A4 Power generation control means (control means)
A5 Driving state determination means A6 Data calculation means A7 Rotational change amount calculation means Nea Predicted rotation speed P1 Reference position P2 Separation position Pno Target position Pno 'Prediction switching position Vgo Target generation voltage

Claims (5)

A generator that generates electricity according to the driving of the engine;
A rotational speed prediction means for predicting the rotational speed of the engine in anticipation of a response delay of a power generation amount control device that increases or decreases the power generation amount of the generator;
Target power generation voltage setting means for setting a target power generation voltage of the generator according to the rotational speed;
Control means for controlling the power generation amount control device so as to eliminate the deviation of the actual power generation voltage of the generator with respect to the target power generation voltage;
An engine power generation control device comprising: The engine power generation control device according to claim 1,
The power generation control device for an engine, wherein the control means performs the control by feedforward control. In the engine power generation control device according to claim 1 or 2,
Data calculating means for obtaining related data between a time obtained during a predetermined data acquisition period and a change in the actual rotational speed of the engine during the data acquisition period;
The engine power generation control device characterized in that the engine speed prediction means predicts the engine speed after the data acquisition period based on the related data. In the engine power generation control device according to claim 1 or 2,
A rotation change amount calculating means for obtaining a rotation change amount of the engine using an output torque of the engine, a consumption torque of a component connected to the engine, and an inertia moment of the component;
The power generation control device for an engine, wherein the rotation speed prediction means predicts the rotation speed based on the rotation change amount. In the engine power generation control device according to claim 1 or 2,
Drive state determination means for determining whether the engine drive is in a steady state or in a transient state;
The rotation speed prediction means includes
When it is determined that the driving state determination means is in a steady state, based on the related data between the time obtained during a predetermined data acquisition period and the change in the actual engine speed during the data acquisition period, Predicting the number of revolutions after the data acquisition period;
When the driving state determining means determines that the engine is in a transient state, based on the engine output torque, the consumption torque of a component connected to the engine, and the amount of change in the rotation of the engine determined using the inertia moment of the component. An engine power generation control device that predicts the number of revolutions.

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