JP2009178021A - Power generation controller for vehicle and power generation controlling system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power generation controller for a vehicle and a power generation controlling system for the vehicle to have compatibility between instant rotational speed fluctuation control and power generation increase. <P>SOLUTION: The power generation controller includes power generating state switching means S12, S13 and S14 which switch and control a power generation on-state with an increased power generation load of a generator to an engine and a power generation off-state with a decreased power generation load. After the power generating state switching means S12, S13 and S14 switch one combustion cycle of the engine to the power generation on-state during a first term including at least part of an explosion stroke, they switch it to the power generation off-state once during a second term including at least part of an exhaust stroke and then switch it to the power generation on-state during a third term again. This solution is based on knowledge obtained by these inventors that peaks of the instant rotational speed are generated twice in one combustion cycle and there are two terms where the instant rotational speed rises. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle power generation control device and a vehicle power generation control system applied to a vehicle using a four-cycle engine as a travel drive source.

  2. Description of the Related Art Conventionally, a power generation control device applied to this type of vehicle includes a generator that generates power by being driven by the rotational force of a crankshaft of an engine. Control is performed so as to switch between a power generation on state in which the power generated by generating a power generation load of the generator for the engine is charged in a battery and a power generation off state in which the power generation load is reduced.

  Here, the instantaneous rotation speed of the crankshaft fluctuates so as to increase during an explosion stroke during one combustion cycle of the internal combustion engine and then decrease during the exhaust stroke (hereinafter referred to as rotation fluctuation). Such rotational fluctuations cause the drivability of the vehicle driver to deteriorate.

Therefore, in the power generation control device described in Patent Document 1 or the like, the period in which the power generation is turned on is a period from the start of the explosion stroke in one combustion cycle until a predetermined time elapses in order to suppress such rotation fluctuation. The period is set. According to this, an increase in the instantaneous rotational speed is suppressed due to generation of a power generation load in the explosion stroke, and consequently, a rotational fluctuation is suppressed.
JP 2006-129680 A

  However, in the above-described conventional control, if the power generation on period is only during the explosion stroke, the charge / discharge balance does not match and there is a concern that the battery will run out due to insufficient power generation. In response to this concern, if the power generation on period is simply set longer by setting the predetermined time longer, the power generation is turned on until the exhaust stroke at which the instantaneous rotational speed significantly decreases, and the instantaneous rotational speed decreases due to generation of a power generation load in the exhaust stroke. Will be promoted. As a result, the rotational fluctuation increases and the drivability deteriorates, and in some cases, the engine is stopped.

  The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicle power generation control device and a vehicle power generation control system that achieve both suppression of fluctuations in instantaneous rotation speed and increase in power generation amount. There is to do.

  By the way, the present inventors actually tested how the engine speed behaves during one combustion cycle. FIG. 2 is a graph showing the test results. In general, the instantaneous rotational speed increases in the explosion stroke (see M1 in FIG. 2), then decreases in the exhaust stroke (see M2), and then increases again (see FIG. 2). (See M3). That is, the instantaneous rotational speed peak (see P1 and P2) occurs twice during one combustion cycle. The inventors have conceived the invention described below by paying attention to the fact that there are two periods (M1, M3) in which the instantaneous rotational speed increases in this way.

In invention of Claim 1,
It is a vehicle having a four-cycle engine as a travel drive source, and is applied to a vehicle equipped with a generator that generates power by being driven by the rotational force of the crankshaft of the engine,
A power generation state switching means for performing switching control between a power generation on state in which the power generation load of the generator with respect to the engine is increased and a power generation off state in which the power generation load is reduced;
In one combustion cycle of the engine, the power generation state switching means switches to the power generation on state in a first period including at least a part of an explosion stroke, and then once in a second period including at least a part of an exhaust stroke. Switching to the power generation off state, and then switching to the power generation on state again in the third period.

  For this reason, if the second period is set in accordance with a period during which the instantaneous rotation speed that occurs mainly in the exhaust stroke (for example, the M2 period in FIG. 2) is set, the decrease in the instantaneous rotation speed is promoted by the generation of a power generation load. Therefore, the fluctuation of the instantaneous rotational speed can be suppressed. Nevertheless, the first period in accordance with the rising period of the instantaneous rotational speed mainly generated in the explosion stroke (for example, the M1 period in FIG. 2) and the second rising period (for example, the M3 period in FIG. 2) after the decreasing period. And if the 3rd period is set, since it will generate electric power also in the 3rd period in addition to the electric power generation in the 1st period, the increase in the amount of electric power generation can be aimed at. Therefore, it is possible to realize both suppression of fluctuations in the instantaneous rotation speed and increase in the amount of power generation.

In invention of Claim 2,
The power generation state switching means is
For one half wave of the positive voltage half wave and the negative voltage half wave of the AC output waveform by the generator, the power generation is turned off once in the second period after switching to the power generation on state in the first period. Switch to the power generation ON state again in the third period,
The other half wave of the positive voltage half wave and the negative voltage half wave is not controlled to be in the power generation off state in the second period.

  According to this, control is performed to turn off the power generation for electric loads that require stable power supply among electric loads (for example, microcomputers, headlamps, various actuators, etc.) mounted on the vehicle. If the half-wave on the side not to be distributed (that is, the half-wave on the side where power generation is always on) is distributed and power is supplied, stable power supply to the electric load can be achieved. Specifically, as described in claim 3, a half-wave of the positive voltage half-wave and the negative voltage half-wave that is not controlled to the power-off state is used as a power supply source for a headlamp mounted on a vehicle. It is desirable to distribute as

  According to a fourth aspect of the present invention, there is provided a rectifier circuit that outputs a full-wave rectified AC output waveform from the generator, and the power generation state switching means rectifies and outputs the AC output waveform by the rectifier circuit. The power generation on state and the power generation off state are switched by performing switching control between a period and a period for stopping output.

  According to this, it is possible to easily realize the on / off switching of the power generation state for both the positive voltage half wave and the negative voltage half wave included in the AC output waveform. Therefore, compared with the case where on / off switching is performed only for one of the positive voltage half wave and the negative voltage half wave, it is possible to prevent the instantaneous rotation speed from being lowered due to the generation of the power generation load, and to increase the power generation amount. The effect can be promoted.

  In one aspect of the present invention, in one combustion cycle of the engine, a drivability priority mode for switching to the power generation on state during the first period and the third period and switching to the power generation off state during the second period; In addition to the first period and the third period, the power generation priority mode in which the power generation is turned on also in the second period is changed according to the operating state of the engine.

  According to this, in the drive priority mode, it is possible to achieve both the suppression of fluctuation and the increase in power generation amount. In the power generation priority mode, although the effect of suppression of fluctuation is lower than that in the drive priority mode, the power generation amount can be increased. That is, in the drivability priority mode, the improvement in drivability due to the fluctuation suppression effect is given priority over the increase in power generation amount, and in the power generation priority mode, the increase in power generation amount is given priority over improvement in drivability. Therefore, for example, when the vehicle driver requests deceleration such as operating a brake or when there is a concern about battery exhaustion, the power generation amount balance can be suitably managed by changing to the power generation priority mode.

In invention of Claim 6,
The power generation priority mode is further divided into a power generation semi-priority mode and a power generation highest priority mode,
In the power generation semi-priority mode, after switching to the power generation ON state in the third period, switching to the power generation OFF state again in a fourth period including at least a part of the compression stroke,
In the power generation highest priority mode, the power generation is turned on in all the first to fourth periods,
In the drive priority mode, the power generation on state is switched during the first period and the third period, and the power generation off state is switched during the second period and the fourth period.

  According to this, it is possible to change the mode so that the increase in the amount of power generation is given priority over the improvement in drivability in the order of the power generation top priority mode, the power generation semi-priority mode, and the drive priority mode. Therefore, since the priority of increasing the power generation amount can be changed in three stages, the balance of the power generation amount can be finely managed.

  Here, when the mode is changed from the power generation highest priority mode to the drive priority mode, the power generation load changes abruptly, which causes the vehicle driver to feel a load shock. On the other hand, in the invention according to claim 7, the mode change from the power generation top priority mode to the drive priority mode is prohibited, the mode change from the power generation top priority mode to the power generation semi-priority mode, and the power generation priority The mode change from the priority mode to the drive priority mode is permitted. Therefore, the load shock can be reduced.

  According to an eighth aspect of the present invention, the power generation state switching means, in one combustion cycle of the engine, is switched to the power generation on state in the third period, and then in a fourth period including at least a part of the compression stroke. And switching to the power generation off state again. According to this, if the fourth period is set in accordance with the period of decrease in the instantaneous rotation speed mainly generated in the compression stroke (for example, the M4 period in FIG. 2), the decrease in the instantaneous rotation speed due to the generation of the power generation load. Since it can suppress that it is accelerated | stimulated, the fluctuation | variation of an instantaneous rotational speed can be suppressed further.

  According to a ninth aspect of the present invention, the power generation state switching unit includes a crank angle acquisition unit that acquires a pulse signal generated based on a detection value of a crank angle sensor that detects a rotation angle of the crankshaft, and the power generation state switching unit includes the pulse signal. The power generation state is switched at a timing synchronized with the pulse on / off timing. Here, the instantaneous rotation speed behaves depending on each stroke of the combustion cycle (for example, the instantaneous rotation speed starts increasing with the start of the explosion stroke). Therefore, according to the invention of claim 9, wherein the power generation state is switched at a timing synchronized with the pulse signal from the crank angle sensor, the power generation state can be switched at a timing close to the timing at which the instantaneous rotation speed changes. It is possible to accurately control switching to the power generation on state when the vehicle is rising and switching to the power generation off state when the vehicle is descending.

  However, when the power generation state is switched in accordance with either the positive voltage half wave or the negative voltage half wave as described in claim 2, it is desirable to apply the invention according to claim 10 below. That is, it comprises AC cycle acquisition means for acquiring an AC cycle that is a timing of switching to the positive voltage half wave and the negative voltage half wave in the AC output waveform, and the power generation state switching means is synchronized with the AC cycle. The power generation state is switched by. According to this, since the power generation state can be switched at a timing close to the timing when the positive voltage half wave changes to the negative voltage half wave, the power generation state is switched according to either the positive voltage half wave or the negative voltage half wave. Can be accurately controlled.

  Here, the timing at which the instantaneous rotation speed increase periods M1 and M3 and the decrease periods M2 and M4 appear in one combustion cycle is the engine operating state (for example, the engine intake valve and exhaust valve are both open). It depends on the length of the lap period, the rotational speed of the crankshaft, etc.). In view of this point, in the invention according to claim 11, the power generation state switching means variably sets at least one of the first period, the second period, and the third period according to the operating state of the engine. It is characterized by that. Therefore, it is possible to accurately control switching to the power generation on state when the instantaneous rotational speed increases and switching to the power generation off state when the instantaneous rotation speed decreases.

  Incidentally, FIG. 2 described above is a test result using a single-cylinder engine. In this case, the peaks P1 and P of the instantaneous rotational speed occur twice, but in the case of a multi-cylinder engine, three times. The above peaks will appear. This is because the rotational fluctuation is smoothed because the combustion stroke timing is set to be shifted for each cylinder. In other words, when the single-cylinder engine is used as described in claim 12, the rotational fluctuation is larger than that of the multi-cylinder engine, so that the effect of suppressing the rotational fluctuation is preferably exhibited.

  According to a thirteenth aspect of the present invention, the vehicle includes acceleration traveling determination means for determining whether or not the traveling acceleration of the vehicle is in an accelerated traveling state exceeding a preset set value, and is determined to be in the accelerated traveling state. In such a case, the power generation state switching means prohibits switching to the power generation on state in at least one of the first period and the second period.

  According to this, it is possible to avoid the generation of a power generation load in the acceleration traveling state and improve the acceleration performance of the vehicle. In other words, priority can be given to improving acceleration rather than suppression of rotational fluctuation during high-load operation by easily setting the set value.

  Further, when switching to the power generation on state is prohibited only in one of the first period (explosion stroke) and the third period (intake stroke), switching to power generation off is performed in the third period (intake stroke). It is desirable to ban. This is because the effect of suppressing rotational fluctuation by turning on power generation in the first period (explosion stroke) is larger than the effect of suppressing rotational fluctuation by turning on power generation in the third period (intake stroke).

  Here, for example, when the driver rotates the accelerator grip to request acceleration, the throttle valve opening increases rapidly and the rotation speed increases rapidly. Therefore, in determining whether or not the vehicle is in the accelerated traveling state by the accelerated traveling determination means, the determination is made based on at least one of the amount of change in the rotational speed and the amount of change in the throttle valve opening. In this case, the determination can be easily performed.

  The invention according to claim 15 is characterized in that the set value is set to a different value for each rotation speed of the crankshaft. According to this, since the set value that is a threshold value for whether or not to give priority to acceleration improvement over rotation fluctuation suppression during acceleration traveling is set to a different value for each rotation speed, rotation fluctuation suppression and acceleration improvement can be achieved. Which one is prioritized can be set finely for each rotation speed.

  According to a sixteenth aspect of the present invention, there is provided a deceleration operation determining means for determining whether or not a driver is operating to decelerate the rotation speed of the crankshaft, and when it is determined that the deceleration operation is being performed. In the second period, the power generation state switching means prohibits switching to the power generation off state.

  According to this, for example, in a vehicle using an internal combustion engine as a travel drive source, when the driver is intentionally decelerating, a power generation load is generated, so that the deceleration performance of the vehicle can be improved and the deceleration energy can be used without waste. It can be charged as energy. In other words, it is possible to prioritize speed reduction and regenerative charging over rotational fluctuation suppression during an intentional deceleration operation.

  In addition, when the invention described in claim 16 is applied to the invention described in claim 6, it is desirable to prohibit switching to the power generation off state in at least one of the second period and the fourth period. Then, when switching to the power generation OFF state is prohibited only in one of the second period (exhaust stroke) and the fourth period (compression stroke), switching to power generation OFF is performed in the fourth period (compression stroke). It is desirable to ban. This is because the effect of suppressing rotational fluctuation by turning off power generation in the second period (exhaust stroke) is greater than the effect of suppressing rotational fluctuation by turning off power generation in the fourth period (compression stroke).

  Here, for example, when the driver operates the accelerator grip to request deceleration, or when the brake is operated, the throttle valve opening decreases rapidly and the rotational speed decreases rapidly. Therefore, when determining the presence or absence of the deceleration operation by the deceleration operation determination means, if the determination is made based on at least one of the change amount of the rotational speed and the change amount of the throttle valve opening as described in claim 17, the determination is made. It can be done easily.

  The invention according to claim 18 is directed to the vehicle power generation control device, a power generator that is driven by the rotational force of a crankshaft of an engine, a battery that charges power generated by the power generator, and the power generator. And at least one charging circuit for charging the battery with the generated power. According to this vehicle power generation control system, the various effects described above can be exhibited in the same manner.

  Hereinafter, embodiments embodying the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
The power generation control device for a vehicle according to the present embodiment is controlled by a power generation device mounted on a motorcycle having a four-cycle engine (internal combustion engine) as a travel drive source. The ECU 10 ( Electronic control unit). As is well known, the ECU 10 is mainly composed of a microcomputer (not shown) composed of a CPU, a ROM, a RAM, and the like. In addition to controlling the power generation state by the power generation device (details will be described later), the ECU 10 also controls the operating state of the engine as described below.

  That is, the ECU 10 receives a detection signal ACC of an accelerator operation amount sensor 14 that detects a rotation operation amount of an accelerator grip (not shown) and a detection signal NE of a crank angle sensor 15 that detects a rotation angle of a crankshaft (not shown). ing. The ECU 10 controls the intake air amount, the fuel injection amount, the injection timing, and the like based on these detection signals ACC, NE and the like.

  Specifically, the ECU 10 controls the fuel injection amount and the injection timing by controlling the operation of an actuator (solenoid 11) that opens and closes an injection hole of a fuel injection valve (not shown). Incidentally, a carburetor may be employed instead of the fuel injection valve. In addition, the amount of intake air taken into the combustion chamber is controlled by controlling the operation of an actuator (electric motor 12) of an electronic throttle valve (not shown) that adjusts the opening of the intake passage. Incidentally, a throttle valve that is mechanically operated by an accelerator wire may be employed instead of the electronic throttle valve.

  The opening degree TA of the electronic throttle valve is detected by the opening degree detection sensor 16, and the detected value TA is output to the ECU 10. Thereby, ECU10 has acquired the change of the actual throttle valve opening degree. In addition, the power supply ON / OFF switching to the headlamp 13 that irradiates the front of the vehicle may be controlled so that the ECU 10 switches based on the operation of the vehicle occupant, or may be mechanically switched by the occupant operation.

  Next, the hardware configuration of the power generation device that is the control target of the charge control device will be described.

  The power generation device is composed of electrical components including an AC generator 20 (hereinafter referred to as ACG 20), a regulator 30 (charging circuit), a battery 40, and the like. The ACG 20 according to the present embodiment is an AC magnet type, and includes a rotor 21 configured by a permanent magnet that rotates together with a crankshaft, and a stator 22 configured by a single-phase power generation coil disposed inside the cylindrical rotor 21. It has. The regulator 30 includes, for example, a voltage monitoring circuit 32 and a thyristor (switch means) (not shown).

  The power line L is a line for supplying electric power from the ACG 20 to an electric load such as the solenoid 11 of the fuel injection valve, the electric motor 12 of the electronic throttle valve, the headlamp 13, and the voltage of the power line L is a voltage monitoring circuit. 32. When the power generation amount in the ACG 20 becomes excessive and the voltage of the power supply line L becomes a value larger than a specified value, the voltage monitoring circuit 32 turns off the thyristor to prevent overcharging of the battery 40. After the thyristor is turned off, the voltage monitoring circuit 32 turns on the thyristor when the voltage of the power supply line L becomes a specified value or less. The positive side of the battery 40 is connected to the power supply line L, and the electric power of the battery 40 is supplied to the electric loads 11, 12, and 13.

  Further, the ECU 10 outputs a signal for commanding the operation of the thyristor to the voltage monitoring circuit 32. Thereby, switching of the turn-on and turn-off of the thyristor can also be controlled by the ECU 10. That is, the ECU 10 functions as a charge control device that switches between a power generation off state in which power generation by the ACG 20 is stopped by turning off the thyristor and a power generation on state in which the ACG 20 generates power by turning on the thyristor. In the power generation off state, the power generation load of the ACG 20 on the engine is not generated, and in the power generation on state, the power generation load of the ACG 20 on the engine is generated.

  Hereinafter, the control for causing the ACG 20 to generate power while switching between the power generation ON state and the power generation OFF state during one combustion cycle is referred to as “power generation state switching control”. When the voltage monitoring circuit 32 detects that the voltage of the power supply line L is larger than the specified value, the voltage monitoring circuit 32 performs turn-off control (overcharge prevention control) rather than the above-described power generation state switching control by the ECU 10. Prioritize.

  By the way, as apparent from the test results of FIG. 2 described above, the instantaneous rotation speed peaks P1 and P2 occur twice during one combustion cycle, and the periods M1 and M3 during which the instantaneous rotation speed increases exist twice. The inventors have obtained knowledge. Based on this knowledge, the present embodiment will be described in detail below so that the power generation is turned on during the periods M1 and M3 when the instantaneous rotational speed is increased and the power generation is turned off during the periods M2 and M4 when the instantaneous rotational speed is decreased. The ECU 10 executes power generation state switching control.

  Next, the control contents of the power generation state switching by the microcomputer of the ECU 10 (vehicle power generation control device) will be described in detail with reference to the flowchart of FIG. The series of processes shown in FIG. 3 is a process that is repeatedly executed by the microcomputer of the ECU 10 every predetermined cycle (for example, the calculation cycle performed by the CPU described above) or every predetermined crank angle, triggered by the ignition switch being turned on. . Since the overcharge prevention control by the voltage monitoring circuit 32 is prioritized over the power generation state switching control by the ECU 10 as described above, the process of FIG. 3 is stopped when the voltage monitoring circuit 32 is turning off the thyristor. That is, the process of FIG. 3 is executed on condition that the voltage monitoring circuit 32 is not executing the overcharge prevention control.

  First, in step S10, it is determined whether or not the 100% power generation request flag is on. “100% power generation control” in contrast to the above-described “power generation state switching control” is a control for causing the ACG 20 to generate power while maintaining the power generation on state without setting the power generation off state during one combustion cycle. In this control, the ratio of the power generation on time to the cycle period is 100%.

  Then, the ECU 10 switches on / off the 100% power generation request flag in accordance with the operating state of the engine in a process different from that in FIG. For example, when the vehicle driver requests deceleration such as operating a brake, or when it is determined to regenerate deceleration energy, or when the voltage of the battery 40 falls below a set value, there is a concern that the battery will run out. Is determined, the 100% power generation request flag is turned on.

  If the 100% power generation request flag is on (S10: YES), 100% power generation control is executed by maintaining the power generation on state in step S15. When the 100% power generation request flag is off (S10: NO), power generation state switching control is executed in subsequent steps S11 to S14 (power generation state switching means).

  In the power generation state switching control, first, in step S11 (crank angle acquisition means), a crank angle signal described below generated based on the detection signal NE from the crank angle sensor 15 is acquired. Here, the crank angle sensor 15 outputs a waveform of an electromotive force that changes as a tooth of a rotor (not shown) attached to the crankshaft passes through the sensing unit as a detection signal NE, and the ECU 10 A pulse signal (crank angle signal) is generated based on the waveform input from the crank angle sensor 15. In the present embodiment, the number of teeth of the rotor is set so that eight pulses are generated every time the crankshaft rotates 360 ° C. A. That is, the pulse on or off in the crank angle signal appears every 45 ° C. A (see FIG. 4B).

  Further, the rotor is formed with a missing tooth portion lacking the teeth, and a waveform corresponding to the missing tooth portion appears in the waveform of the electromotive force every time the crankshaft rotates once. The portion corresponding to the missing tooth portion in the crank angle signal is pulse-off, but in FIG. 4B, the illustration of the pulse-off by the missing tooth portion is omitted, and is represented as pulse-on. Further, a detection signal from a cam angle sensor that detects a rotation angle of a cam shaft (not shown) is input to the ECU 10. The ECU 10 acquires the 720 ° C. period of the crankshaft based on the detection signal from the cam angle sensor, and on the basis of the waveform corresponding to the tooth missing portion, one pulse on / off that appears at every predetermined angle in the crank angle signal is burned. The ECU 10 specifies whether it is an explosion, exhaust, intake, or compression stroke in the cycle 720 ° C.

  In subsequent step S12, it is determined whether or not the current crank angle corresponds to one of a first period and a third period described below based on the crank angle signal acquired in step S11. The first period is a predetermined period in one combustion cycle that is preset to include at least a part of the explosion stroke. The third period is a predetermined period in one combustion cycle that is preset to include at least a part of the intake stroke. In this embodiment, the first period is matched with the explosion stroke, and the third period is matched with the intake stroke.

  Therefore, in step S12, it can be said that it is determined whether or not the current stroke corresponds to either the explosion stroke or the intake stroke. When it is determined that the stroke is the explosion stroke or the intake stroke (S12: YES), the power generation is switched on in the subsequent step S13. On the other hand, when it is determined that the exhaust stroke or the compression stroke is performed (S12: NO), the power generation is switched off in the subsequent step S14. In addition, the timing which switches a power generation state in step S13, S14 synchronizes with the pulse on / off of a crank angle signal.

  Thus, the mode in which the power generation on state (S13) and the off state (S14) are switched according to the determination in step S12 corresponds to the “driability priority mode”. On the other hand, when the 100% power generation request flag is on (S10: YES), the mode for setting the power generation on state (S15) without performing the determination of step S12 corresponds to the “power generation priority mode”. That is, the driving priority mode and the power generation priority mode are switched according to the on / off state of the 100% power generation request flag.

  FIG. 4 is a timing chart showing an aspect of changes in the engine operating state due to the processing of FIG. 3, FIG. 4 (a) is the actual change in the engine speed, (b) is the crank signal acquired in step S11, (C) shows a change in the 100% power generation request flag, and (d) shows a change in the power generation state.

  As shown in FIG. 4 (c), if the 100% power generation request flag is on, 100% power generation control is executed, and the power generation on state is continued regardless of the current stroke (see FIG. 4 (d)). On the other hand, when the 100% power generation request flag is turned off at time t1 in FIG. 4C, the power generation state switching control is executed, and the power generation is turned on in the explosion stroke and the intake stroke, and power generation is performed in the exhaust stroke and the compression stroke. Switch to off state. The timing at which these power generation states are switched is synchronized with the crank signal shown in FIG.

  In the present embodiment shown in FIG. 4 (a), more than half of the instantaneous rotation speed increase period M1 shown in FIG. 2 appears in the explosion stroke, more than half of the increase period M3 appears in the intake stroke, and in the decrease period M2. More than half appears in the exhaust stroke, and more than half of the descent period M4 appears in the compression stroke. Therefore, in this embodiment shown in FIG. 4, the “first period” described in the claims is made to coincide with the explosion stroke period, the “second period” is the exhaust stroke period, and the “third period” is the intake stroke. The period and the “fourth period” coincide with the compression stroke period.

  As described above, according to the present embodiment, by performing the power generation state switching control, in one combustion cycle, the exhaust stroke period (second period) in which most of the instantaneous rotation speed decrease period M2 appears and the most of the decrease period M4 are reduced. The power generation is turned off in the compression stroke period (fourth period) that appears. Therefore, it is possible to suppress the decrease in the rotation speed during the instantaneous rotation speed decrease periods M2 and M4 from being promoted by the generation of the power generation load of the ACG 20. Therefore, it is possible to suppress fluctuations in the instantaneous rotational speed. Therefore, the drivability of the vehicle driver can be improved.

  In addition to switching to the power generation ON state during the explosion stroke period (first period) in which most of the instantaneous rotation speed increase period M1 appears, power generation is also turned on in the intake stroke period (third period) in which most of the increase period M3 appears. Since it switches to a state, compared with the conventional control of patent document 1 which switches to a power generation ON state only by the raise period M1, the increase in electric power generation can be aimed at. Therefore, it is possible to realize both suppression of fluctuations in the instantaneous rotation speed and increase in the amount of power generation.

  Further, since the timing for switching the power generation state in the power generation state switching control is synchronized with the crank signal, the power generation state can be switched at a timing close to the timing at which the instantaneous rotation speed changes. Therefore, it is possible to accurately control switching to the power generation on state when the instantaneous rotational speed increases and switching to the power generation off state when the instantaneous rotation speed decreases.

(Second Embodiment)
In performing the power generation state switching control, in the first embodiment, the power generation off state is switched during the exhaust stroke period (second period) and the compression stroke period (fourth period). However, in the present embodiment, the exhaust stroke and compression are switched. Only when the power generation pole position described below is not included in the process, the power generation is switched to the off state. FIG. 5 is a flowchart showing the control contents of the power generation state switching according to the present embodiment. Note that the hardware configuration of the vehicle power generation control device and the power generation device according to the present embodiment is the same as that of the first embodiment, and a description thereof will be omitted.

  In the series of processes shown in FIG. 5, first, in step S20, it is determined whether or not the 100% power generation request flag is turned on in the same manner as in step S10 of FIG. If the 100% power generation request flag is on (S20: YES), 100% power generation control is executed by maintaining the power generation on state in step S26. When the 100% power generation request flag is off (S20: NO), power generation state switching control is executed in subsequent steps S21 to S25 (power generation state switching means).

  In the power generation state switching control, first, in step S21 (crank angle acquisition means), the crank angle signal generated based on the detection signal NE from the crank angle sensor 15 is acquired in the same manner as in step S11 of FIG. In the subsequent step S22, it is determined whether or not the current stroke corresponds to either the explosion stroke or the intake stroke based on the crank angle signal acquired in step S21. If it is determined in step S22 that the stroke is not an explosion stroke or an intake stroke (that is, an exhaust stroke or a compression stroke) (S22: NO), then in step S23, the rotational position of the rotor 21 of the ACG 20 is set to the power generation pole of the stator 22. It is determined whether or not it is a position (details will be described later).

  Here, the structure of the stator 22 of the ACG 20 will be described with reference to FIG. The stator 22 includes a plurality of (eight in the example of FIG. 1) poles 22a arranged to face the N magnetic pole and the S magnetic pole of the rotor 21, and windings 22b are wound around these poles 22a. ing. The AC output waveform generated by the rotation of the rotor 21 is a waveform in which the positive and negative voltages are alternately output as shown in FIG. 6C. The positive voltage half-wave V1 of the AC output waveform is The negative pole half wave V2 is generated when the other magnetic pole crosses the specific pole 22a. One of the N magnetic pole and the S magnetic pole of the rotor 21 crosses the specific pole 22a. The “power generation pole position” in step S22 is a relative rotation position of the rotor 21 with respect to the pole 22a and a position where the negative voltage half-wave V2 is generated.

  The positive voltage half-wave V1 is distributed as a power supply source for the fuel injection valve solenoid 11, the electronic throttle valve electric motor 12, the ECU 10, the battery 40, and the like, and the negative voltage half-wave V2 is the power for the headlamp 13 and the like. It is distributed as a supply source.

  If it is determined in step S22 that it is an explosion stroke or an intake stroke (S22: YES), or if it is determined in step S23 that it is a power generation pole position (S23: YES), in the following step S24 Switch to power-on state. On the other hand, when the exhaust stroke or the compression stroke is determined (S22: NO), and when it is determined that the current position is not the power generation pole position (S23: NO), the power generation off state is switched in the subsequent step S25. In addition, the timing which switches a power generation state in step S24, S25 synchronizes with the alternating current cycle which is a timing which switches to the positive voltage half wave V1 and the negative voltage half wave V2 among alternating current output waveforms.

  Incidentally, as shown in FIG. 1, the sensor 22c (AC cycle acquisition means) for detecting the AC cycle may be provided in the ACG 20, and the AC cycle may be acquired from the sensor 22c, or the AC cycle may be obtained from the aforementioned AC output waveform. May be estimated, or the AC period may be estimated from the crank signal.

  FIG. 6 is a timing chart showing an aspect of engine operating state change by the processing of FIG. 5, FIG. 6 (a) is a change in actual engine speed, (b) is a crank signal acquired in step S <b> 21, (C) shows an AC output waveform from the ACG 20, (d) shows a change in the 100% power generation request flag, and (e) shows a change in the power generation state.

  As shown in FIG. 6 (d), if the 100% power generation request flag is on, 100% power generation control is executed, and the power generation on state is continued regardless of the current stroke (see FIG. 6 (e)). On the other hand, when the 100% power generation request flag is turned off at time t1 in FIG. 6D, the power generation state switching control is executed, and the power generation is turned on in the explosion stroke and the intake stroke, and power generation is performed in the exhaust stroke and the compression stroke. Switch to off state. However, in the exhaust stroke and the compression stroke, when the relative rotational position of the rotor 21 is the power generation pole position, the power generation is switched on. Therefore, although the negative voltage half-wave V2 in the exhaust stroke and the compression stroke appears as an AC output waveform, the positive voltage half-wave V1 does not appear as shown by the one-dot chain line in FIG. Note that the timing at which these power generation states are switched is synchronized with the cycle of the AC output waveform shown in FIG.

  In the present embodiment shown in FIG. 6 as well, as in FIG. 4, the “first period” described in the claims is matched with the explosion stroke period, the “second period” is the exhaust stroke period, “3 period” is made to coincide with the intake stroke period, and “fourth period” is made to coincide with the compression stroke period.

  As described above, according to the present embodiment, in addition to the same effects as those of the first embodiment, the following effects are exhibited. That is, since the negative voltage half-wave V2 distributed as the power supply source of the headlamp 13 in the AC output waveform is always turned on during one combustion cycle, fluctuations in the amount of power supplied to the headlamp 13 are suppressed. And stable power supply can be realized. Therefore, it is possible to suppress a change in illuminance (so-called flicker phenomenon) of the headlamp 13 caused by fluctuations in the amount of supplied power.

(Modification of the second embodiment)
In carrying out the control of FIG. 5, in the second embodiment, the hardware configuration of the vehicle power generation control device, the power generation device, and the like is the same as that of the first embodiment shown in FIG. 7 is replaced with the hardware configuration of FIG. 7 described below. In FIG. 7, the same components as those in FIG.

  The regulator 300 according to this modified embodiment includes a battery control circuit 301, a lamp control circuit 302, a thyristor 303 (switch means), and the like. The positive voltage half-wave V1 in the AC output waveform generated by the ACG 20 is supplied to the electric loads 110 and 120 other than the lamp 13 and the battery 40 via the thyristor 303. Incidentally, the electric load 110 is an ignition device, and the electric load 120 is a fuel pump that supplies fuel to the fuel injection valve.

<About positive voltage half wave V1>
The operation of the thyristor 303 is controlled by the battery control circuit 301. When the battery control circuit 301 controls to turn on the thyristor 303 to open the power supply path, the positive voltage half-wave V1 is supplied to the electric loads 110 and 120 and the battery 40 other than the lamp 13. That is, the power generation on state in which the positive voltage half wave V1 is generated by the ACG 20 is set. On the other hand, when the battery control circuit 301 controls to turn off the thyristor 303 to close the power supply path, the supply of the positive voltage half-wave V1 is stopped. That is, the ACG 20 is in a power generation off state in which the power generation of the positive voltage half wave V1 is stopped.

  The battery control circuit 301 monitors the voltage of the power supplied in this way, and when the voltage exceeds a specified value, the battery control circuit 301 turns off the thyristor 303 to prevent overcharging of the battery 40. I am trying. After the thyristor 303 is turned off, the battery control circuit 301 turns on the thyristor 303 when the voltage falls below a specified value.

  Further, the ECU 10 outputs a signal for commanding the operation of the thyristor 303 to the battery control circuit 301. Thereby, switching of turn-on and turn-off of the thyristor 303 can also be controlled by the ECU 10. That is, the ECU 10 turns off the thyristor 303 to stop the power generation of the positive voltage half-wave V1 in the ACG 20, and turns the thyristor 303 on to generate the positive voltage half-wave V1 in the ACG 20 Functions as a charge control device. When the battery control circuit 301 detects that the voltage is higher than a specified value, the turn-off control (overcharge prevention control) by the battery control circuit 301 is prioritized over the power generation state switching control by the ECU 10.

<About negative voltage half-wave V2>
The lamp control circuit 302 has a thyristor (not shown), and switches the power generation state by controlling the operation of the thyristor. That is, a state in which the negative voltage half-wave V2 is supplied to the lamp 13, that is, a power generation ON state in which the negative voltage half-wave V2 is generated by the ACG 20, and a state in which the supply is stopped, that is, the negative voltage half-wave V2 in the ACG 20 Switching between the power generation off state for stopping power generation.

  In addition, the lamp control circuit 302 has a regulation function for adjusting the power of the negative voltage half-wave V2 supplied to the lamp 13 to a specified value. The operation of the battery control circuit 301 is controlled by the ECU 10, while the lamp control circuit 302 is not controlled by the ECU 10.

  As described above, the same effect as that of the second embodiment is also exhibited by this modified embodiment using the hardware configuration of FIG.

(Third embodiment)
In each of the above embodiments, the power generation state is controlled to be switched to two modes of power generation state switching control and 100% power generation control, whereas in this embodiment, the power generation state switching control is further changed to 2 It is divided into three modes, and can be switched to a total of three modes: a power generation top priority mode, a power generation semi-priority mode, and a drivability priority mode. The power generation highest priority mode corresponds to the “power generation priority mode”, and the power generation semi-priority mode and the drive priority mode correspond to the “driability priority mode”.

  In the power generation highest priority mode, the ratio of power generation on time (power generation ratio) to one combustion cycle period is set to 100%. In the power generation semi-priority mode, the power generation ratio is set smaller than 100%, and in the drive priority mode, the power generation ratio is set smaller (for example, 50%). Therefore, in the power generation highest priority mode, the same control as the 100% power generation control according to the first embodiment is executed, and in the drive priority mode, the same control as the power generation state switching control according to the first embodiment is executed. .

  FIG. 8 is a flowchart showing the control contents of power generation state switching according to the present embodiment. Note that the hardware configuration of the vehicle power generation control device and the power generation device according to the present embodiment is the same as that of the first embodiment, and a description thereof will be omitted.

  In the series of processes shown in FIG. 8, first, in step S30, it is determined whether or not the 100% power generation request flag is turned on in the same manner as in step S10 of FIG. If the 100% power generation request flag is on (S30: YES), the power generation on state is maintained in step S31 to execute 100% power generation control, and in step S31, the power generation highest priority mode flag is set. turn on. In addition, the counter value incremented in step S41 is reset to zero. When the 100% power generation request flag is off (S30: NO), power generation state switching control is executed in subsequent steps S34 to S45 (power generation state switching means).

  In the power generation state switching control, first, in step S34 (crank angle acquisition means), the crank angle signal generated based on the detection signal NE from the crank angle sensor 15 is acquired in the same manner as in step S11 of FIG. In a succeeding step S35, it is determined which flag of the power generation semi-priority mode and the drive priority mode is turned on. Immediately after the 100% power generation request flag is switched off, the power generation semi-priority mode flag is set to be turned on.

  When it is determined in step S35 that the power generation semi-priority mode flag is turned on, such as when switching from 100% power generation control to power generation state switching control, steps S37 to S41 are performed if the conditions of step S36 described later are satisfied. When the power generation semi-priority mode is executed and it is determined in step S35 that the flag of the drive priority mode is turned on, the drive priority mode in steps S42 to S45 is executed.

  In steps S37 to S41 related to the power generation semi-priority mode, first, in step S37, it is determined based on the crank angle signal acquired in step S34 whether or not the current stroke corresponds to the compression stroke. When it is determined that it is not the compression stroke (S37: NO), the power generation is turned on in the following step S38. On the other hand, when it is determined that the current stroke is the compression stroke (S37: YES), the power generation OFF state is switched in the subsequent step S39, and the power generation semi-priority mode flag is turned on in the subsequent step S40. In step S41, the counter value is incremented.

  The condition of step S36 described above is that the value of the counter incremented in step S41 has reached the set value A (A = 4 in the example shown in FIG. 9D). Alternatively, the power generation semi-priority mode is executed for a predetermined time (for example, several milliseconds). Accordingly, when switching to the power generation OFF state in step S39 is executed a predetermined number of times in the power generation semi-priority mode, a negative determination is made in step S36, and the process shifts from the power generation semi-priority mode to the drive priority mode in steps S42 to S45.

  In steps S42 to S45 related to the drive priority mode, first, in step S42, it is determined based on the crank angle signal acquired in step S34 whether or not the current stroke corresponds to either the compression stroke or the exhaust stroke. If it is determined that the current stroke is the compression stroke or the exhaust stroke (S42: YES), the power generation off state is switched in the following step S44, and the flag of the drivability priority mode is turned on in the subsequent step S45. On the other hand, when it is determined that it is not the compression stroke or the exhaust stroke (that is, the explosion stroke or the intake stroke) (S42: NO), it is switched to the power generation ON state in the following step S43. When the flag is turned on for each mode in steps S32, S40, and S45, the flags for the other modes are turned off.

  FIGS. 9A and 9B are timing charts showing an aspect of changes in the engine operating state by the processing of FIG. 8, FIG. 9A is a change in the 100% power generation request flag, FIG. c) shows a flag change in the power generation semi-priority mode, (d) shows a change in the counter value incremented in step S41, and (e) shows a flag change in the drive priority mode.

  As shown in FIG. 9D, if the 100% power generation request flag is on, 100% power generation control is executed, and the power generation top priority mode is maintained in which the power generation on state is maintained regardless of the current stroke (FIG. 9 ( b)). On the other hand, when the 100% power generation request flag is turned off at time t1 in FIG. 9A, the mode is switched to the power generation semi-priority mode (see FIG. 9C). Thereafter, when the value of the counter reaches the set value A, the mode is switched to the drive priority mode at time t2 (see FIG. 9E).

  In this way, mode change from power generation top priority mode to drive priority mode is prohibited, mode change from power generation top priority mode to power generation semi-priority mode, and mode change from power generation semi-priority mode to drive priority mode are allowed. ing. Further, in the process shown in FIG. 8, the mode change from the drive priority mode to the power generation highest priority mode is permitted, but the change may be prohibited.

  In the present embodiment shown in FIG. 9 as well, as in FIG. 4, the “first period” described in the claims coincides with the explosion stroke period, the “second period” becomes the exhaust stroke period, “3 period” is made to coincide with the intake stroke period, and “fourth period” is made to coincide with the compression stroke period.

  As described above, according to the present embodiment, in addition to the same effects as those of the first embodiment, the following effects are exhibited. That is, in this embodiment, it is possible to switch to three modes (power generation highest priority mode, power generation semi-priority mode, and drivability priority mode) having different power generation ratios. The power generation amount can be increased as the power generation ratio is larger, and the drivability can be improved by suppressing the fluctuation of the instantaneous rotation speed as the power generation ratio is smaller. In other words, since the priority of increasing the amount of power generation for improving drivability can be changed in three stages, the balance of power generation amount can be managed in detail.

  Furthermore, since the mode change from the power generation highest priority mode to the drive priority mode is prohibited, it is possible to prevent the vehicle driver from feeling a load shock due to a sudden change in the power generation load. The mode change from the drive priority mode to the power generation top priority mode is permitted, but this requires the urgency of switching to the power generation top priority mode, such as when it is desired to increase the battery voltage in a short time. This is to cope with the case. Incidentally, if the mode change from the drive priority mode to the power generation highest priority mode is also prohibited, the load shock due to the mode change to the power generation highest priority mode can be reduced.

(Fourth embodiment)
In the second embodiment, the negative voltage half wave V2 of the AC output waveform by the ACG 20 is distributed as the power supply source of the headlamp 13, and the positive voltage half wave V1 is distributed as the fuel injection valve and other power supply sources. On the other hand, in this embodiment, full-wave rectification is performed by inverting one of the positive voltage half-wave V1 and the negative voltage half-wave V2. That is, the AC output waveform by the ACG 20 (see FIG. 10A) is full-wave rectified by the full-wave rectifier circuit so as to have the waveform shown in FIG. Then, the full-wave rectified power is charged in the battery 40, and power is supplied from the battery 40 to the fuel injection valve and the headlamp 13.

  As shown in FIG. 10, the full-wave rectifier circuit includes thyristors 55, 56, 57, and 58, and an on / off signal input to the thyristors 55 to 58 is output from the ECU 10. For example, during the period when the positive voltage half-wave V1 appears in the AC output waveform, an on / off signal is input to the thyristors 55 to 58 so that the current generated by the ACG 20 flows as indicated by the arrow Y1 in FIG. During the period when the voltage half-wave V2 appears, an on / off signal is input to the thyristors 55 to 58 so as to flow as indicated by an arrow Y2 in FIG. In short, the operation of the thyristors 55 to 58 is controlled by the ECU 10 so that the AC output waveform is full-wave rectified.

  Further, switching between the power generation off state and the power generation on state of the ACG 20 is realized by the ECU 10 controlling the on / off signal to the thyristors 55 to 58. That is, during the period when the positive voltage half-wave V1 appears, the thyristors 55 to 58 are controlled so that the generated current does not flow as indicated by the arrow Y1, so that the power generation off state can be switched. Similarly, during the period in which the negative voltage half-wave V2 appears, the power generation off state can be switched by controlling the thyristors 55 to 58 so that the generation current does not flow as indicated by the arrow Y2.

  In short, during the period in which the power generation is on, the thyristors 55 to 58 are controlled so as to follow the flow of the arrows Y1 and Y2, and the full-wave rectified power is output from the full-wave rectifier circuit to the battery 40. On the other hand, during the period in which the power generation is off, the power output from the full-wave rectifier circuit to the battery 40 is stopped by controlling the thyristors 55 to 58 so that they do not flow as indicated by the arrows Y1 and Y2.

  As described above, according to the present embodiment, it is possible to easily switch ON / OFF the power generation state for both the positive voltage half wave and the negative voltage half wave included in the AC output waveform. Therefore, compared with the case where on / off switching is performed only for one of the positive voltage half wave and the negative voltage half wave, it is possible to prevent the instantaneous rotation speed from being lowered due to the generation of the power generation load, and to increase the power generation amount. The effect can be promoted.

  Further, when the negative voltage half-wave V2 is distributed as the power supply source of the headlamp 13 as in the second embodiment, the negative voltage half-wave V2 is made constant by the circuit that makes the power effective value constant. It is difficult to switch on / off the power generation state for the negative voltage half-wave V2 that has been subjected to such processing. On the other hand, in this embodiment, without directly supplying power from the ACG 20 to the headlamp 13, the power generated by the ACG 20 is full-wave rectified and charged to the battery 40 once and supplied from the battery 40 to the headlamp 13. Since it is configured as described above, the above-described stabilization processing can be made unnecessary.

(Fifth embodiment)
In the first embodiment, the power generation is switched on during the explosion stroke (first period) and the intake stroke (third period). However, in the present embodiment, the traveling acceleration of the vehicle exceeds a preset value. When in the accelerated running state, switching to the power generation on state is prohibited even during the intake stroke (third period). For example, the ECU 10 (accelerated running determination means) is in an accelerated running state that is greater than or equal to a set value when the amount of change in engine speed per unit time or the amount of change in throttle valve per unit time is greater than or equal to a set value. What is necessary is just to judge. It is desirable that the set value is variably set according to the engine speed at that time.

  FIG. 11 is a time chart showing an aspect of the control according to the present embodiment, and FIG. 11E shows a change of a flag that is set to ON when the vehicle is in an accelerated traveling state. Under the situation where the acceleration travel flag is set to OFF, the power generation ON state is switched in the explosion stroke and the intake stroke as in the first embodiment. On the other hand, under the situation where the acceleration travel flag is set to ON, the power generation OFF state is continued even during the intake stroke.

  According to the present embodiment, it is possible to improve the acceleration of the vehicle by avoiding the generation of power generation load of the ACG 20 during the acceleration running state. In other words, higher acceleration is prioritized over rotational fluctuation suppression during high-load operation.

  As a modification of the present embodiment, power-on is prohibited during the explosion stroke (first period) in addition to the intake stroke (third period) in the acceleration travel state. According to this, the acceleration of the vehicle can be further improved. However, the effect of suppressing the rotational fluctuation is reduced as compared with the case of FIG. 11 in which the power generation ON is prohibited only during the intake stroke.

(Sixth embodiment)
In the first embodiment, the power generation is turned off during the exhaust stroke (second period) and the compression stroke (fourth period). However, in this embodiment, the vehicle driver intentionally controls the engine output to decrease. During the decelerating operation being performed, switching to the power generation off state is prohibited even during the exhaust stroke (fourth period). For example, the ECU 10 (deceleration operation determination means) may determine whether or not the vehicle is in the deceleration operation state based on whether or not the brake operation is performed and whether or not the downshift operation is performed so that the engine brake is applied.

  FIG. 12 is a time chart showing an aspect of the control according to the present embodiment, and FIG. 12E shows a change of a flag that is set to ON in the deceleration operation state. Under the situation where the deceleration operation flag is set to OFF, the power generation OFF state is switched in the exhaust stroke and the compression stroke as in the first embodiment. On the other hand, under the situation where the deceleration operation flag is set to ON, the power generation ON state is continued even during the exhaust stroke.

  According to the present embodiment, when the driver deliberately decelerates, a power generation load of the ACG 20 can be generated, so that the deceleration performance of the vehicle can be improved and the deceleration energy can be charged as electric energy without waste. That is, at the time of deceleration operation, priority is given to improvement of deceleration and regenerative charging over suppression of rotation fluctuation.

  As a modification of the present embodiment, power generation off is prohibited during the compression stroke (fourth period) in addition to the exhaust stroke (second period) during the deceleration operation. According to this, it is possible to promote the improvement in deceleration of the vehicle and the regenerative charging. However, the effect of suppressing the rotational fluctuation is reduced as compared with the case of FIG. 12 in which the power generation off is prohibited only during the exhaust stroke.

(Other embodiments)
The above embodiments may be implemented with the following modifications. Further, the present invention is not limited to the description of the above embodiment, and the characteristic structures of the embodiments may be arbitrarily combined.

  In each of the above embodiments, the first and third periods in the power generation on state and the second and fourth periods in the power generation off state are made to coincide with the explosion, exhaust, intake, and compression stroke. In contrast, the first to fourth periods so that the first and third periods approach the rising periods M1 and M3 shown in FIG. 4 and the second and fourth periods approach the falling periods M2 and M4. May be set to be shifted from the period of explosion, exhaust, intake, and compression stroke. However, the length of the first period and the third period can be set so that the power generation ratio does not fall below the lower limit value (for example, 50%), thereby reducing the possibility that the charge / discharge balance does not match and the power generation amount is insufficient. desirable.

  In each of the above embodiments, the power generation on / off switching timing (that is, the first to fourth periods) is fixed and set to a predetermined period (that is, the explosion, exhaust, intake, and compression stroke period). In carrying out the above, the settings of the first to fourth periods may be variably set according to the operating state of the engine. For example, it may be variably set according to the length of the overlap period in which both the intake valve and the exhaust valve of the engine are open, the rotational speed of the crankshaft, and the like.

  By the way, as shown in FIG. 2, the present inventors consider the reason why the periods M1 and M3 in which the instantaneous rotation speed increases twice during one combustion cycle occur as follows. That is, in the second half of the exhaust stroke, the piston speed decreases and the intake valve opens, so the pressure in the combustion chamber decreases suddenly and the load decreases suddenly, so the rotational speed temporarily increases. Thereafter, after the first half of the intake stroke, it is considered that the piston speed increases with the exhaust valve closed, so that the pumping loss increases and the rotational speed decreases again.

  Therefore, the appearance periods of the rising periods M1, M3 and the falling periods M2, M4 change according to the length of the overlap period. Therefore, if the settings of the first to fourth periods are variably set according to the length of the overlap period as described above, each of the first to fourth periods is variably set so as to be closer to the rising and falling periods M1 to M4. Therefore, the effect of suppressing the fluctuation of the instantaneous rotation speed and the effect of increasing the power generation amount can be further improved.

  -If the change amount of the accelerator operation amount by the vehicle driver is equal to or greater than a predetermined value, the power generation of the ACG 20 may be prohibited to improve the acceleration of the vehicle. However, it is desirable to avoid battery exhaustion by permitting such ACG20 power generation prohibition control based on acceleration priority on the condition that 100% power generation control is not executed.

  -Since rotation fluctuations appear particularly large during idle operation of the engine, it is desirable to suppress rotation fluctuations by executing the power generation state switching control according to each of the above embodiments during such idle operation. However, when the battery voltage is less than or equal to the threshold value, it is desirable to avoid battery exhaustion by using 100% power generation control.

  When the power generation is turned off in the first and third embodiments, as in the second embodiment, one of the positive voltage half wave V1 and the negative voltage half wave V2 is constantly applied during one combustion cycle. The power generation may be turned on. In particular, it is desirable that the half wave distributed as the power supply source of the headlamp 13 is always in the power generation on state.

  In the third embodiment, the mode can be changed to three modes, but the following modes may be added. In other words, when the power generation is turned off, the half wave distributed as the power supply source of the headlamp 13 is always in the power generation on state, and both the positive voltage half wave V1 and the negative voltage half wave V2 are turned off. The mode may be divided into modes.

  Of the time during which the power generation is on during the first period and the third period, the time Ta during which the power generation is on during the explosion stroke and the intake stroke is the power generation on state during the exhaust stroke and the compression stroke. It is desirable to switch the power generation state so as to be longer than the present time Tb. Further, it is desirable to set the ratio of the two times Ta and Tb to be 2: 1 (more preferably 1: 0).

  In the case where the timing at which the power generation state is switched is synchronized with the pulse on / off of the crank angle signal, as the number of pulses of the crank angle signal per combustion cycle increases, each of the first to fourth periods becomes the rising and falling periods M1 to M4. Can be set to approach. Therefore, it is desirable to set the number of pulses of the crank angle signal to 8 pulses or more per 720 ° C., for example. Similarly, when synchronizing the power generation state switching timing with the period of the AC output waveform, it is desirable that the half wave number of the AC output waveform is, for example, 8 or more per 720 ° C.

  In each of the above embodiments, the power generation control device of the present invention is applied to a single cylinder engine, but may be applied to a multi-cylinder engine. However, in the case of a single-cylinder engine, the rotational fluctuation is larger than that in the multi-cylinder engine, so that the effect of suppressing the rotational fluctuation according to the present invention is preferably exhibited.

  In the above embodiment, the charging device mounted on the two-wheeled vehicle is the control target, but the charging device mounted on the four-wheeled vehicle may be the control target. Incidentally, it is common for generators mounted on four-wheeled vehicles to employ an alternator having a rotor formed of a field coil. In the alternator, an excitation current corresponding to the rotational speed of the crankshaft is applied to the field generator. The generated voltage is controlled to be constant by supplying it to the coil. The generator according to the present invention may be such an alternator, or may be the ACG 20 shown in FIG. 1 that does not have the function of controlling the generated voltage by exciting current.

  In the above alternator, it takes time to excite the field coil constituting the rotor. Therefore, if the alternator is applied to the present invention for switching the generator on and off within a short time of one combustion cycle, the excitation time Therefore, the response delay with respect to switching of power generation on / off is larger than that of ACG20. Therefore, in the case of the present invention that switches on / off of power generation in such a short time, it is more preferable to apply it to the ACG 20 than the alternator. The excitation time is usually about 100 to 200 msec, which is about the same as one combustion cycle time.

  In the alternator, the crankshaft torque is generally transmitted to the alternator rotor via a power transmission means such as a belt. On the other hand, in the ACG 20, the rotor 21 is generally directly connected to the crankshaft. Under such a background, if the alternator is applied to the present invention for switching the generator on and off within a short time of one combustion cycle, there is a concern about the occurrence of slippage in the belt and promotion of belt deterioration. On the other hand, the ACG 20 directly connected to the crankshaft can eliminate the concern about the slip and the belt deterioration. Therefore, in the case of the present invention that switches the power generation on and off in a short time as described above, the ACG 20 can be applied to the ACG 20 rather than the alternator. Is preferable.

  In the electric circuit shown in FIG. 7, the open type regulator 30 is employed that opens the power supply path to the electric loads 110 and 120 to turn off the power generation. However, the present invention is limited to this type. For example, a short-type regulator that turns off the power generation by short-circuiting the electric load side and the ground side of the ACG 20 may be adopted. However, in the case of the short type, the ACG 20 generates a little power because of the circuit configuration even when the power generation is turned off. In the case of the open type, the power generation in the ACG 20 is completely turned off if the power generation is turned off. Therefore, it is desirable to adopt an open type in the present invention.

The electric block diagram which shows the electric power generation control apparatus and electric power generation control system which concern on 1st Embodiment of this invention. The graph which shows the result of the test which the present inventors conducted. The flowchart which shows the processing content of the electric power generation control which ECU of FIG. 1 performs. The timing chart which shows the one aspect | mode of the electric power generation state change by control of FIG. The flowchart which shows the processing content of the electric power generation control which concerns on 2nd Embodiment of this invention. The timing chart which shows the one aspect | mode of the electric power generation state change by control of FIG. The electric block diagram which shows the modified form which changed the hardware constitutions of 2nd Embodiment. The flowchart which shows the processing content of the electric power generation control which concerns on 3rd Embodiment of this invention. The timing chart which shows the one aspect | mode of the electric power generation mode change by control of FIG. The electric block diagram which shows the full wave rectifier circuit which concerns on 4th Embodiment of this invention. The timing chart which shows the one aspect | mode by the electric power generation control which concerns on 5th Embodiment of this invention. The timing chart which shows the one aspect | mode by the electric power generation control which concerns on 6th Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... ECU (electric power generation control apparatus for vehicles), 13 ... Head lamp, 20 ... ACG (generator), 40 ... Battery, S11, S21, S34 ... Crank angle acquisition means, S12, S22, S23, S37, S42 ... Electric power generation State switching means.

Claims (18)

It is a vehicle having a four-cycle engine as a travel drive source, and is applied to a vehicle equipped with a generator that generates power by being driven by the rotational force of the crankshaft of the engine,
A power generation state switching means for performing switching control between a power generation on state in which the power generation load of the generator with respect to the engine is increased and a power generation off state in which the power generation load is reduced;
In one combustion cycle of the engine, the power generation state switching means switches to the power generation on state in a first period including at least a part of an explosion stroke, and then once in a second period including at least a part of an exhaust stroke. A vehicle power generation control device that switches to a power generation off state and then switches to the power generation on state again in a third period. The power generation state switching means is
For one half wave of the positive voltage half wave and the negative voltage half wave of the AC output waveform by the generator, the power generation is turned off once in the second period after switching to the power generation on state in the first period. Switch to the power generation ON state again in the third period,
2. The vehicle according to claim 1, wherein the other half wave of the positive voltage half wave and the negative voltage half wave is not controlled to be in the power generation off state in the second period. Power generation control device.   The half wave of the positive voltage half wave and the negative voltage half wave that is not controlled to the power generation off state is distributed as a power supply source of a headlamp mounted on a vehicle. The vehicle power generation control device according to 2. A rectifier circuit for full-wave rectifying and outputting an AC output waveform by the generator,
The power generation state switching means switches between the power generation on state and the power generation off state by switching control between a period in which the AC output waveform is rectified and output by the rectifier circuit and a period in which the output is stopped. The vehicle power generation control device according to claim 1.   In one combustion cycle of the engine, a drive priority mode for switching to the power generation on state in the first period and the third period and switching to the power generation off state in the second period, and the first period and the third period. 5. The power generation priority mode in which the power generation is turned on also in the second period in addition to the period is changed according to the operating state of the engine. 5. Vehicle power generation control device. The power generation priority mode is further divided into a power generation semi-priority mode and a power generation highest priority mode,
In the power generation semi-priority mode, after switching to the power generation ON state in the third period, switching to the power generation OFF state again in a fourth period including at least a part of the compression stroke,
In the power generation highest priority mode, the power generation is turned on in all the first to fourth periods,
6. The drive priority mode includes switching to the power generation on state during the first period and the third period, and switching to the power generation off state during the second period and the fourth period. Vehicle power generation control device. Mode change from the power generation highest priority mode to the drive priority mode is prohibited,
The vehicle power generation control device according to claim 6, wherein a mode change from the power generation top priority mode to the power generation semi-priority mode and a mode change from the power generation semi-priority mode to the drive priority mode are permitted. .   The power generation state switching means switches to the power generation off state again in a fourth period including at least a part of the compression stroke after switching to the power generation on state in the third period in one combustion cycle of the engine. The power generation control device for a vehicle according to any one of claims 1 to 5. A crank angle obtaining means for obtaining a pulse signal generated based on a detection value of a crank angle sensor for detecting a rotation angle of the crankshaft;
The vehicular power generation control device according to any one of claims 1 to 8, wherein the power generation state switching means switches a power generation state at a timing synchronized with a pulse on / off timing of the pulse signal. AC cycle acquisition means for acquiring an AC cycle that is a timing of switching to the positive voltage half wave and the negative voltage half wave of the AC output waveform,
The vehicle power generation control device according to any one of claims 1 to 8, wherein the power generation state switching means switches a power generation state at a timing synchronized with the AC cycle.   11. The power generation state switching means variably sets at least one of the first period, the second period, and the third period according to an operating state of the engine. The vehicle power generation control device according to one.   The vehicular power generation control device according to any one of claims 1 to 11, wherein the engine is a single cylinder engine. Accelerating travel determining means for determining whether the traveling acceleration of the vehicle is in an accelerated traveling state exceeding a preset set value;
When it is determined that the vehicle is in the accelerated traveling state, switching to the power generation on state by the power generation state switching means is prohibited during at least one of the first period and the second period. The vehicle power generation control device according to any one of claims 1 to 12.   The acceleration travel determination means determines whether or not the vehicle is in the accelerated travel state based on at least one of a change amount of a rotation speed of the crankshaft and a change amount of a throttle valve opening. Item 14. The vehicle power generation control device according to Item 13.   The vehicle power generation control device according to claim 13 or 14, wherein the set value is set to a different value for each rotation speed of the crankshaft. A deceleration operation determining means for determining whether or not the driver is operating to decelerate the rotational speed of the crankshaft;
16. When it is determined that the deceleration operation is being performed, switching to the power generation off state by the power generation state switching means during the second period is prohibited. The vehicle power generation control device according to claim 1.   The deceleration operation determining means determines whether or not the deceleration operation is performed based on at least one of a change amount of a rotation speed of the crankshaft and a change amount of a throttle valve opening. The vehicle power generation control device according to claim 16. A vehicle power generation control device according to any one of claims 1 to 17,
At least one of a generator that is driven by the rotational force of the crankshaft of the engine to generate electric power, and a battery that charges the electric power generated by the generator;
A vehicle power generation control system comprising:

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