JP2009052410A - Control device for on-vehicle internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an on-vehicle internal combustion engine, suitably suppressing the variation of an engine rotational speed caused when a generator is driven immediately after the engine is started. <P>SOLUTION: The engine control part 91 of an electronic control device 9 automatically stops the engine 1 when predetermined requirements for stoppage are satisfied, and automatically re-starts the engine 1, when a start request of the engine is made, by driving a starter motor 5 when predetermined requirements for starting are satisfied when the engine 1 is automatically stopped. The generation control part 92 of the electronic control device 9 controls the generated voltage VA of an alternator 2 driven by the engine 1, and prohibits the generation by the alternator 2 until a predetermined period T1 elapses after the driving of the starter motor 5 is stopped, from the time when the start request is made. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an in-vehicle internal combustion engine that includes a power generation control unit that controls power generation of a generator driven by the internal combustion engine, and an engine control unit that starts the internal combustion engine by rotating a crankshaft by driving a starter motor. The present invention relates to a control device.

  For example, as described in Patent Document 1, while the internal combustion engine is automatically stopped when the vehicle shifts from the running state to the stopped state, a start request is made when the internal combustion engine is thus automatically stopped. Then, a control apparatus for an on-vehicle internal combustion engine having an automatic stop / restart function for automatically restarting the internal combustion engine by rotating a crankshaft by driving a starter motor is well known.

Further, the on-board internal combustion engine is provided with a generator driven by rotation of the crankshaft, and the electric power generated by the generator is supplied to the battery and stored in the battery. Supplied to electric auxiliary machines. Further, the generator is controlled by an electronic control device to adjust the generated voltage.
JP 2000-192830 A

  By the way, in the control apparatus for the conventional on-vehicle internal combustion engine having such an automatic stop / restart function, including the one described in Patent Document 1, the generator is generated even when the engine speed is low at the time of restart. Is controlled so as to obtain a target generated voltage. Here, since the temperature of the engine combustion chamber generally decreases immediately after the restart, the atomization of the fuel is hardly promoted and the engine rotation speed tends to become unstable. For this reason, immediately after restarting, the influence of the drive torque among the load torques acting on the internal combustion engine becomes large, and there arises a problem that fluctuations in the engine rotational speed due to it are not negligible.

  Note that such a problem is not limited to the above-described control device for an on-vehicle internal combustion engine having an automatic stop / restart function, and also applies to a control device for an on-vehicle internal combustion engine that does not have an automatic stop / restart function. It can happen.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for an on-vehicle internal combustion engine that can suitably suppress fluctuations in the engine rotational speed accompanying the drive of the generator immediately after the engine is started. There is to do.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
According to the first aspect of the present invention, a power generation control unit that controls power generation of a generator driven by an internal combustion engine, and a crankshaft is rotated by driving a starter motor when a start request is made to the internal combustion engine. In the on-vehicle internal combustion engine control device comprising an engine control unit for starting the internal combustion engine, the power generation control unit is configured to perform the generator until a predetermined period elapses after the starter motor is stopped after the start request is made. The gist of the present invention is to execute a power generation limiting process for limiting power generation.

  According to the configuration, the power generation of the generator is limited through a power generation limiting process by the power generation control unit until a predetermined period elapses after the start request is stopped after the start request is made. As a result, the load torque acting on the internal combustion engine is reduced by the amount that the power generation is limited. Therefore, the period from when the start request is made to the internal combustion engine until the predetermined period elapses after the starter motor is stopped, that is, the load torque acting on the internal combustion engine is greatly influenced by the drive of the generator. In the period in which the fluctuation of the engine rotation speed due to cannot be ignored, the fluctuation of the engine rotation speed can be suitably suppressed.

  The gist of the invention according to claim 2 is that in the control device for the on-vehicle internal combustion engine according to claim 1, the power generation control unit prohibits power generation by the generator through the power generation limiting process.

  According to this configuration, power generation by the generator is prohibited through the power generation restriction process by the power generation control unit. For this reason, it is possible to further suppress fluctuations in the engine rotational speed during a period from when the start request is made until the predetermined period elapses after the starter motor is stopped.

  According to a third aspect of the present invention, in the on-vehicle internal combustion engine control device according to the first or second aspect, the power generation control unit interrupts the power generation limiting process when the internal combustion engine shifts from an idling state to a non-idling state. The gist is to do.

  When the internal combustion engine shifts from the idling state to the non-idling state, the engine rotation speed increases beyond the idle rotation speed. For this reason, after the vehicle shifts to the running state, even if the generator is driven, the fluctuation of the engine speed due to the generator is negligible. According to the above configuration, when the internal combustion engine shifts from the idling state to the non-idling state during the period from when the start request is made to the internal combustion engine until the predetermined period elapses after the starter motor is stopped, power generation is performed through the power generation control unit. Since the restriction process is interrupted, power generation by the generator can be started without waiting for a predetermined period to elapse after the starter motor is stopped.

  According to a fourth aspect of the present invention, in the control device for an on-vehicle internal combustion engine according to any one of the first to third aspects, the power generation control unit determines a power generation voltage of the generator from a target power generation voltage at that time. Is set to a low value, the power generation limiting process is executed, and when the target power generation voltage of the generator is high, the predetermined period is set to be longer than when the target power generation voltage is low. The gist.

  When the target power generation voltage of the generator is high, the load torque acting on the internal combustion engine is larger than when the target power generation voltage is low. Further, the engine rotation speed tends to become stable as the elapsed time from the start of the engine becomes longer, and the fluctuation is less likely to occur. Therefore, as described above, the higher the target power generation voltage, the longer the power generation limit processing execution period is set, so that not only before the predetermined period elapses after the starter motor drive is stopped, but after that time elapses. As a result, fluctuations in the engine speed can be suitably suppressed.

  Specifically, according to the invention described in claim 4, as in the invention described in claim 5, the power generation control unit has a longer predetermined period as the power generation voltage required for the generator is higher. Thus, a configuration in which this is continuously variably set can be employed. In this case, the predetermined period can be set more closely in accordance with the relationship between the target generated voltage and the load torque acting on the internal combustion engine, and the engine rotation after the predetermined period has elapsed regardless of the level of the target generated voltage of the generator. It becomes possible to more suitably suppress the speed fluctuation.

  According to a sixth aspect of the present invention, in the control device for an on-vehicle internal combustion engine according to any one of the first to fifth aspects, the engine control unit automatically activates the internal combustion engine when a predetermined stop condition is satisfied. The internal combustion engine is automatically restarted by driving the starter motor on the assumption that the start request is made when a predetermined start condition is satisfied during the automatic stop of the internal combustion engine. The gist.

  In an in-vehicle internal combustion engine having a function of automatically stopping and restarting the internal combustion engine, the frequency of start-up is significantly higher than in an in-vehicle internal combustion engine not having the same function. The fluctuation of the engine rotation speed accompanying the drive of the generator in can not be ignored.

  In this regard, according to the above configuration, the starter motor is stopped from when the predetermined start condition is established during the automatic stop of the internal combustion engine, that is, when the restart request is made, through the power generation limiting process by the power generation control unit. Thereafter, power generation by the generator is limited until a predetermined period elapses. As a result, the load torque acting on the internal combustion engine is reduced by the amount that the power generation is limited. Therefore, the period from when the restart request is made to the internal combustion engine until the predetermined period elapses after the start of the starter motor is stopped, that is, the load torque acting on the internal combustion engine is greatly influenced by the drive of the generator, In the period in which the fluctuation of the engine rotational speed due to this cannot be ignored, the fluctuation of the engine rotational speed can be suitably suppressed.

<First Embodiment>
Hereinafter, a first embodiment of a control apparatus for an onboard internal combustion engine according to the present invention will be described with reference to FIGS. This internal combustion engine has a function of automatically stopping and restarting when a predetermined condition is satisfied.

FIG. 1 is a block diagram showing a schematic configuration of an internal combustion engine control device and its peripheral devices.
As shown in FIG. 1, a belt 3 is suspended between a crank pulley 12 provided on the crankshaft 11 of the engine 1 and an alternator pulley 22 provided on an input shaft 21 of the alternator 2. Yes. The alternator 2 is driven by the rotational force of the crankshaft 11 being transmitted to the alternator 2 via the belt 3. The electric power generated by the alternator 2 is supplied to the battery 4 and stored in the battery 4. Further, the engine 1 is provided with a starter motor 5 for rotating the crankshaft 11 to start the engine 1, and the starter motor 5 is driven by electric power supplied from the battery 4.

  The engine 1 is provided with a crank angle sensor 61 for detecting the engine rotational speed NE. Also, the vehicle has an accelerator pedal depression amount, that is, an accelerator opening sensor 62 for detecting the accelerator opening ACCP, a brake switch 63 for detecting the brake depression state, and a shift position of the transmission. A shift position sensor 64 and a vehicle speed sensor 65 for detecting the traveling speed S of the vehicle are provided. Further, the battery 4 is provided with a voltage sensor 66 for detecting a battery voltage VB indicating a charging state of the battery 4.

  Detection signals of these various sensors (61 to 66) are respectively output to an electronic control device 9 described later and are taken into the electronic control device 9. The electronic control device 9 includes a CPU that executes arithmetic processing, determination processing, and the like, a memory that stores various data, and various drive circuits.

  The electronic control unit 9 includes an engine control unit 91 that drives the starter motor 5 to start the engine 1 when a start request is made to the engine 1. Start control is performed. Further, the engine control unit 91 grasps the engine operating state, the vehicle running state, and the like from the detection results of the various sensors (61 to 66), and controls the fuel injection amount Q according to these various state quantities.

Next, automatic stop / restart control performed through the engine control unit 91 will be described.
The engine control unit 91 automatically stops the fuel injection and automatically activates the engine 1 when a predetermined stop condition is satisfied, for example, when the brake is depressed and the vehicle is stopped for a predetermined period. Stop. Further, when the engine 1 is automatically stopped, for example, when a predetermined start condition such as release of the brake being depressed is satisfied, the starter motor 5 is set as a start request to the engine 1. The engine 1 is driven and the engine 1 is automatically restarted. Here, the engine control unit 91 starts driving the starter motor 5 when a start request is made, and drives the starter motor 5 when the engine rotational speed NE reaches a predetermined rotational speed NE1 (for example, 400 rpm). To stop. The predetermined stop condition for automatically stopping the engine 1 and the predetermined start condition for automatically starting the engine 1 are not limited to this. For example, the stop condition and the start condition are set based on the shift position or the like. It is also possible to set.

The electronic control device 9 includes a power generation control unit 92 that controls the alternator 2 so that the power generation voltage VA of the alternator 2 becomes the target power generation voltage VAt.
By the way, at the time of restart, the alternator 2 is controlled so that the power generation voltage VA of the alternator 2 becomes the target power generation voltage VAt even when the engine speed NE is low. For this reason, the influence of the drive torque acting on the engine 1 due to the drive of the alternator 2 becomes large, and there arises a problem that the fluctuation of the engine rotational speed NE cannot be ignored. In particular, since automatic stop / start control is performed through the engine control unit 91, the frequency of start-up is remarkably increased, and fluctuations in the engine rotational speed NE accompanying the drive of the alternator 2 during restart cannot be ignored.

  Therefore, in this embodiment, by executing the power generation limiting process for prohibiting the power generation by the alternator 2 until a predetermined period T1 elapses after the start of the starter motor 5 is stopped after the start request is made through the power generation control unit 92. The load torque acting on the engine 1 is reduced. Further, when the engine 1 shifts from the idling state to the non-idling state, the power generation restriction process is interrupted.

Next, this power generation limiting process will be described with reference to FIGS.
FIG. 2 is a flowchart showing a specific processing procedure for the power generation limiting process of this embodiment. This series of processing is repeatedly executed at a predetermined cycle by the electronic control unit 9 when a restart request is made.

  As shown in FIG. 2, in this series of processing, first, it is determined whether or not an elapsed time T after the start of driving of the starter motor 5 is less than a predetermined period T1 (step S1). Here, if the elapsed time T after the starter motor 5 is stopped is less than the predetermined period T1 (step S1: “YES”), then whether the accelerator opening ACCP is “0”? It is determined whether or not (step S2). Here, when the accelerator opening ACCP is “0” (step S2: “YES”), it is determined that the engine 1 is in an idling state, and power generation by the alternator 2 is prohibited (step S3). finish. On the other hand, when the elapsed time T after the starter motor 5 is stopped is not less than the predetermined period T1 (step S1: “NO”), or when the accelerator opening ACCP is not “0” (step S2: “NO”). ”), That is, when the engine 1 shifts from the idling state to the non-idling state, it is not necessary to execute the power generation limiting process. Next, the power generation voltage VA of the alternator 2 is set to the target power generation voltage VAt. The alternator 2 is controlled (step S4), and this process is temporarily terminated.

  Next, referring to the timing chart of FIG. 3, when the series of processing shown in FIG. 2 is executed, the change in the accelerator opening ACCP, the change in the drive state of the starter motor 5, and the drive of the starter motor 5 are stopped. The transition of the elapsed time T from the beginning, the transition of the target power generation voltage VAt of the alternator 2, the transition of the actual power generation voltage VA of the alternator 2, the transition of the engine speed NE, and the transition of the fuel injection amount Q will be described. In FIG. 3, the transition when the power generation restriction process is executed is shown by a solid line when the accelerator pedal is not depressed during the power generation restriction process, and the power generation restriction process is executed. Of these transitions, the transition when the accelerator pedal is depressed during the power generation restriction process is indicated by a two-dot chain line, and the transitions when the power generation restriction process is not executed are indicated by a one-dot chain line.

  As shown in FIG. 3, when a restart request is made at time t1, the starter motor 5 is driven as shown in FIG. 3 (b), and as shown in FIG. 3 (f). As a result, the engine speed NE increases. Further, as shown in FIG. 3 (d), after time t1, the target power generation voltage VAt of the alternator 2 is set based on the battery voltage VB and the like at that time, and becomes a predetermined value VA1.

  Here, when the conventional power generation control is executed, the actual power generation voltage VA of the alternator 2 becomes the target power generation voltage VA1 after the time t1, as indicated by a one-dot chain line in FIG. The alternator 2 is controlled at the same time. For this reason, the influence of the drive torque of the alternator 2 out of the load torque acting on the engine 1 is increased. As a result, as indicated by the alternate long and short dash line in FIG. 3 (f), the engine speed NE is equal to or greater than time t1 until time t5 when the predetermined period T1 elapses after the starter motor 5 is stopped. It will fluctuate greatly. Incidentally, as indicated by the one-dot chain line in FIG. 3G, fuel injection is performed after time t2, but the fuel injection amount Q is the fuel injection amount when power generation by the alternator 2 is not performed. The fuel injection amount Q2 is increased from Q1 (Q2> Q1).

  On the other hand, when the power generation limiting process is executed, as shown by the solid line in FIG. 3 (e), the alternator 2 so that the actual power generation voltage VA of the alternator 2 becomes “0” after time t1. Is controlled, and power generation by the alternator 2 is prohibited. For this reason, the load torque acting on the engine 1 is not affected by the driving of the alternator 2. As a result, as shown by the solid line in FIG. 3 (f), the fluctuation of the engine speed NE is suppressed after time t1. At this time, as indicated by a solid line in FIG. 3G, the fuel injection amount Q is the fuel injection amount Q1 when the alternator 2 does not generate power. Thereafter, as shown by the solid line in FIG. 3 (f), when the engine rotational speed NE reaches a predetermined rotational speed NE1 (for example, 400 rpm) at time t3, as shown in FIG. 3 (b), the starter motor 5 3 is stopped, and as shown in FIG. 3C, the elapsed time T from when the starter motor 5 is stopped is counted up. Then, when the elapsed time T from when the drive of the starter motor 5 is stopped at time t5 reaches a predetermined period T1, the power generation voltage VA of the alternator 2 becomes the target power generation voltage as shown by the solid line in FIG. The alternator 2 is controlled to be VA1. For this reason, after time t5, the fuel injection amount Q is set to a fuel injection amount Q2 that is increased from the fuel injection amount Q1 when power is not generated by the alternator 2 (Q2> Q1).

  On the other hand, as shown by the two-dot chain line in FIG. 3A, when the accelerator pedal is depressed at time t4 and the accelerator opening ACCP increases, the engine 1 shifts from the idling state to the non-idling state, and FIG. As indicated by the two-dot chain line in (e), the alternator 2 is controlled so that the power generation voltage VA of the alternator 2 becomes the target power generation voltage VA1 after time t4. Then, as indicated by the two-dot chain line in FIG. 3 (f), the engine rotational speed NE increases beyond the idle rotational speed NE2 (for example, 600 rpm) after time t4. Therefore, after time t4, the fuel injection amount Q is set to a fuel injection amount Q3 that is increased from the fuel injection amount Q2 when the accelerator opening ACCP is “0” (Q3> Q2).

According to the on-vehicle internal combustion engine control apparatus according to the first embodiment described above, the following effects can be obtained.
(1) Through the power generation control unit 92, power generation restriction processing is performed to prohibit power generation by the alternator 2 until a predetermined period T1 elapses after the start of the starter motor 5 is stopped after the restart request is made. As a result, the load torque acting on the engine 1 is reduced by the amount for which power generation is prohibited. For this reason, the period from when the start request is made to the engine 1 until the predetermined period T1 elapses after the start of the starter motor 5 is stopped, that is, the load torque acting on the engine 1 is greatly influenced by the drive of the alternator 2. In the period in which the fluctuation of the engine rotational speed NE cannot be ignored, the fluctuation of the engine rotational speed NE can be suitably suppressed. Further, the fuel consumption of the engine 1 can be reduced by the amount that the load torque acting on the engine 1 is reduced by prohibiting power generation.

  (2) When the engine 1 shifts from the idling state to the non-idling state during a period from when the start request is made to the engine 1 through the power generation control unit 92 until the predetermined period T1 elapses after the starter motor 5 is stopped. The power generation restriction process was suspended. Thereby, the power generation by the alternator 2 can be started without waiting for the elapse of the predetermined period T1 after the drive of the starter motor 5 is stopped.

<Second Embodiment>
Hereinafter, a second embodiment of the control apparatus for an on-vehicle internal combustion engine according to the present invention will be described with reference to FIGS.

  This embodiment is different from the first embodiment in the following points. That is, in this embodiment, the power generation control unit 92 does not set the predetermined period Tv that defines the completion timing of the power generation restriction process as a fixed value, but a function that changes based on the target power generation voltage VAt of the alternator 2. When the target power generation voltage VAt is high, the predetermined period Tv is set to a longer period than when the target power generation voltage VAt is low. Further, through the power generation control unit 92, the higher the target power generation voltage VAt of the alternator 2, the longer the predetermined period Tv is set to be variably set.

Next, details of the power generation limiting process according to the present embodiment will be described with reference to FIGS. 4 and 5.
FIG. 4 is a flowchart showing a specific processing procedure for the power generation limiting process of this embodiment. This series of processing is repeatedly executed at a predetermined cycle by the electronic control unit 9 when a restart request is made. FIG. 5 is a calculation map showing the relationship between the target power generation voltage VAt and the predetermined period Tv.

  As shown in FIG. 4, in this series of processes, first, a predetermined period Tv is set based on the target power generation voltage VAt with reference to the calculation map shown in FIG. 5 (step S10). It should be noted that the relationship between the target generated voltage VAt and the predetermined period Tv shown in the calculation map is obtained through experiments or the like and stored in advance in the memory of the electronic control unit 9. Here, as shown in FIG. 5, the predetermined period Tv becomes longer continuously as the target power generation voltage VAt is higher.

  When the predetermined period Tv is set in this manner, it is next determined whether or not the elapsed time T after the starter motor 5 is stopped is less than the predetermined period Tv (step S11). Here, if the elapsed time T from when the drive of the starter motor 5 is stopped is less than the predetermined period Tv (step S11: “YES”), then, is the accelerator opening ACCP “0”? It is determined whether or not (step S12). Here, when the accelerator opening ACCP is “0” (step S12: “YES”), it is determined that the engine 1 is idling and power generation by the alternator 2 is prohibited (step S13). finish. On the other hand, when the elapsed time T from when the drive of the starter motor 5 is stopped is equal to or longer than the predetermined period Tv (step S1: “NO”), or when the accelerator opening ACCP is not “0” (step S2: “NO”). ”), That is, when the engine 1 shifts from the idling state to the non-idling state, it is not necessary to execute the power generation limiting process. Next, the power generation voltage VA of the alternator 2 is set to the target power generation voltage VAt. The alternator 2 is controlled (step S14), and this process is temporarily terminated.

  According to the control apparatus for an on-vehicle internal combustion engine according to the second embodiment described above, in addition to the effects (1) and (2) of the first embodiment, the following effects can be obtained. Be able to.

  (3) When the target power generation voltage VAt of the alternator 2 is high, the load torque acting on the engine 1 becomes larger than when the target power generation voltage VAt is low. Further, the engine rotational speed NE tends to become stable as the elapsed time from the start of the engine becomes longer, and fluctuations thereof are less likely to occur. Therefore, as described in the above embodiment, the start time of the starter motor 5 is stopped by setting the execution time of the power generation restriction process longer as the target power generation voltage VAt of the alternator 2 is higher through the power generation control unit 92. The fluctuation of the engine speed NE can be suitably suppressed not only before the predetermined period Tv elapses but also after the elapse of the predetermined period Tv.

  (4) Through the power generation control unit 92, this is continuously variably set so that the predetermined period Tv becomes longer as the target power generation voltage VAt of the alternator 2 is higher. In this case, the predetermined period Tv can be set in a manner more in line with the relationship between the target generated voltage VAt and the load torque acting on the engine 1, and the predetermined period Tv has elapsed regardless of whether the target generated voltage VAt of the alternator 2 is high or low. Later fluctuations in the engine speed NE can be suitably suppressed.

  In addition, the control apparatus of the vehicle-mounted internal combustion engine according to the present invention is not limited to the configuration exemplified in the above-described embodiment, and may be implemented as, for example, the following form appropriately modified.

  In the second embodiment, the power generation control unit 92 is continuously variably set so that the predetermined period Tv becomes longer as the target power generation voltage VAt of the alternator 2 is higher. Instead, for example, as shown in FIG. 6, when the target generated voltage VAt is equal to or less than the predetermined value VA2, the predetermined period T3 is set. When the target generated voltage VAt is larger than the predetermined value VA2, the predetermined period T3 is exceeded. You may make it set it as the long predetermined period T2.

  Further, as the automatic stop period is longer, the temperature of the engine combustion chamber changes and the combustion immediately after the restart becomes unstable, so that the fluctuation of the engine speed accompanying the drive of the alternator 2 becomes more significant. For this reason, for example, instead of or in addition to the target power generation voltage VAt, this can be variably set so that the predetermined period Tv becomes longer as the automatic stop period is longer.

  In each of the above embodiments, the power generation by the alternator 2 is prohibited in the power generation limiting process, but the configuration for limiting the power generation by the alternator 2 is not limited to this, and the actual power generation voltage VA of the alternator 2 is not limited to this. May be set to a value lower than the target power generation voltage VAt at that time. In short, what is necessary is just to limit the power generation by the alternator 2.

  In each of the above embodiments, the alternator 2 that is an AC generator is adopted as the generator. However, the generator according to the present invention is not limited to the alternator 2, and for example, a DC generator is adopted. It is also possible to do. In short, any generator driven by an internal combustion engine may be used.

1 is a block diagram showing a schematic configuration of a control device for an in-vehicle internal combustion engine according to a first embodiment of the present invention with respect to the device and its peripheral devices. The flowchart which showed the specific process sequence of the electric power generation restriction process performed through the electronic controller in the same embodiment. (A) Transition of accelerator opening, (b) Transition of driving state of starter motor, (c) Transition of elapsed time since start of driving of starter motor, (d) Transition of target generator voltage of alternator, ( e) A graph showing changes in the actual generated voltage of the alternator, (f) changes in engine speed, and (g) changes in fuel injection amount. The flowchart which showed the specific process sequence of the electric power generation limitation process performed through the electronic controller in 2nd Embodiment of this invention. The map which shows the relationship between the target electric power generation voltage and predetermined period in the embodiment. The map which shows the modification about the relationship between a target electric power generation voltage and a predetermined period.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 11 ... Crankshaft, 12 ... Crank pulley, 2 ... Alternator, 21 ... Input shaft, 22 ... Alternator pulley, 3 ... Belt, 4 ... Battery, 5 ... Starter motor, 61 ... Crank angle sensor, 62 ... Accelerator Opening sensor, 63 ... brake switch, 64 ... shift position sensor, 65 ... vehicle speed sensor, 66 ... voltage sensor, 9 ... electronic control device.

Claims (6)

A power generation control unit for controlling power generation of a generator driven by the internal combustion engine, and an engine control for starting the internal combustion engine by rotating the crankshaft by driving a starter motor when a start request is made to the internal combustion engine A control device for an in-vehicle internal combustion engine comprising:
The power generation control unit executes a power generation limiting process for limiting power generation of the generator until a predetermined period elapses after the starter motor is stopped after the start request is made. apparatus. The control apparatus for an on-vehicle internal combustion engine according to claim 1,
The power generation control unit prohibits power generation by the generator through the power generation restriction process. In the control apparatus of the vehicle-mounted internal combustion engine according to claim 1 or 2,
The power generation control unit interrupts the power generation restriction process when the internal combustion engine shifts from an idling state to a non-idling state. In the control apparatus of the vehicle-mounted internal combustion engine according to any one of claims 1 to 3,
The power generation control unit executes the power generation limiting process by setting the power generation voltage of the generator to a value lower than the target power generation voltage at that time. When the target power generation voltage of the generator is high, the power generation control unit performs the same. The control apparatus for an on-vehicle internal combustion engine, wherein the predetermined period is set to a longer period than when the target power generation voltage is low. The control apparatus for an on-vehicle internal combustion engine according to claim 4,
The control apparatus for an on-vehicle internal combustion engine, wherein the power generation control unit continuously variably sets the predetermined period to be longer as the target power generation voltage of the generator is higher. In the control apparatus of the vehicle-mounted internal combustion engine according to any one of claims 1 to 5,
The engine control unit automatically stops the internal combustion engine when a predetermined stop condition is satisfied, and determines that the start request is made when the predetermined start condition is satisfied during the automatic stop of the internal combustion engine. A control apparatus for an on-vehicle internal combustion engine, wherein the internal combustion engine is automatically restarted by driving the engine.

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