JP2012126264A - Vehicle with internal combustion engine mounted thereon - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device reliably absorbing a vehicle push-out feeling during fuel cut recovery by regenerative power generation of a generator.SOLUTION: The vehicle with internal combustion engine mounted thereon includes: a decelerating state detecting means 20; a fuel cut means 10; a throttle control means 10 for setting throttle opening larger than 0 during fuel cut recovery; a power generation control means 10 for increasing the amount of power generated in the generator 6 so as to offset the vehicle push-out feeling caused during fuel cut recovery by performing regenerative power generation using the generator 6 during fuel cut; a battery 7 for charging electric energy for generating electric power using the generator 6; and a receivable electric energy detecting means 8 for detecting receivable electric energy which can be received by the battery 7. The power generation control means 10 limits the amount of power generated in the generator 6 during fuel cut so that fuel cut recovery power generation electric energy is smaller than the receivable electric energy for offsetting the vehicle push-out feeling.

Description

  The present invention relates to a control device for the amount of power generated by a generator and the throttle valve opening during deceleration of a vehicle equipped with an internal combustion engine.

  In a vehicle including a generator driven by an internal combustion engine, a part of the driving force of the internal combustion engine is basically used when generating power with the generator. However, if the generator is regeneratively controlled when the vehicle decelerates and the kinetic energy of the vehicle is recovered as electric energy, the driving force of the internal combustion engine consumed for power generation during normal driving is reduced, resulting in improved fuel efficiency. Can be improved.

  As control for improving fuel efficiency, so-called fuel cut control is known, which is performed in a region where a predetermined condition is satisfied during deceleration with the accelerator off.

  The fuel cut control stops fuel injection (referred to as fuel cut) when the vehicle speed or the like satisfies a predetermined condition during deceleration with the foot off the accelerator pedal. This is a control for restarting fuel injection (referred to as fuel cut recovery) when is depressed.

  The fuel cut recovery may be performed at a timing at which the idle rotation speed can be maintained by restarting the fuel injection, for example. However, in practice, there is a delay time from when the fuel cut recovery is determined until the fuel burns in the cylinder, so if the fuel injection is restarted in consideration of the engine speed that decreases during the delay time, It is necessary to determine the timing of fuel cut recovery so that the internal combustion engine can resume operation. For this reason, the greater the deceleration acceleration, the more fuel cut recovery is performed at a higher engine speed.

  That is, if the deceleration acceleration of the vehicle is reduced, the fuel cut can be continued to a lower vehicle speed, and the fuel efficiency can be further improved.

  Further, since energy regeneration by the alternator is performed during fuel cut control, reducing the deceleration acceleration of the vehicle is also effective in increasing the amount of regenerative power of the alternator.

  By the way, as a measure for reducing the deceleration acceleration of the vehicle, it is conceivable to open the throttle valve to reduce the pumping loss.

  However, if the throttle valve is open at the time of fuel cut recovery, the engine rotational speed increases by the amount of intake air, which may give the driver a feeling that the vehicle is pushed out.

  Therefore, in order to prevent the occurrence of such a vehicle push-out feeling, Patent Document 1 continues the regenerative control of the generator from the start of acceleration after fuel cut recovery until a predetermined time has elapsed during fuel cut recovery.

  According to this, since excessive torque of the internal combustion engine due to the opening of the throttle valve is absorbed by regeneration of the generator, it is possible to prevent the feeling of pushing out the vehicle.

JP 2002-166754 A

  However, the amount of power that can be regenerated by the generator decreases as the stored amount of the battery (battery SOC) increases. For this reason, depending on the battery SOC at the time of fuel cut recovery, there is a possibility that regenerative power generation sufficient to absorb the feeling of pushing out of the vehicle cannot be performed.

  In view of the above, an object of the present invention is to provide a control device that can reliably absorb the feeling of pushing out a vehicle during fuel cut recovery by regenerative power generation of a generator.

  A vehicle equipped with an internal combustion engine according to the present invention includes means for detecting a deceleration state of the vehicle, fuel cut means for performing fuel cut and fuel cut recovery during vehicle deceleration, and a throttle for setting a throttle opening larger than zero during fuel cut recovery. Control means. Also, a power generation control means that increases the amount of power generated by the generator so that the generator regenerates during fuel cut execution, and cancels the feeling of pushing the vehicle due to the engine torque generated according to the throttle opening during fuel cut recovery. And comprising. The battery further includes a battery that charges electric energy generated by the generator, and an acceptable electric energy detection means that detects acceptable electric energy that is electric energy that can be received by the battery. Then, the power generation control means executes the fuel cut so that the electric energy that can be received at the time of fuel cut recovery becomes equal to or greater than the electric energy generated at the time of fuel cut recovery, which is electric energy generated by the generator in order to offset the feeling of vehicle extrusion. Limit the power generation of the generator inside.

  According to the present invention, the power generation amount of the generator during the fuel cut is limited so that the electric energy generated during fuel cut recovery is smaller than the acceptable electric energy. As a result, it is possible to reliably generate power enough to offset the feeling of pushing out the vehicle during fuel cut recovery.

1 is a configuration diagram of a system to which a first embodiment of the present invention is applied. It is a flowchart which shows the routine which determines the permission or failure of regeneration control which an engine controller performs. It is a flowchart which shows the control routine of a throttle valve and an alternator which an engine controller performs. It is a figure which shows the relationship between a battery receivable electric current and battery SOC. It is a figure which shows the relationship between an alternator MAX electric power generation electric current and an alternator rotational speed. It is a figure which shows the relationship between the relationship between a generated electric current and the electric power generation possible torque. FIG. 6 is a map for converting a deceleration G requestable generation current value into an actual generation torque. FIG. It is a map for converting surplus power generation torque into throttle opening for surplus power generation. It is a map for calculating the deceleration acceleration adjustment opening degree from the deceleration acceleration over amount. It is a figure which shows the relationship between a throttle opening and a fuel cut end vehicle speed. It is a figure which shows the relationship between a throttle opening and the amount of electric power generation of alternator which prevents rotation surging. It is a time chart which shows an example of the result of having performed control concerning a 1st embodiment. It is a time chart which shows the other example of the result of performing control which concerns on 1st Embodiment. It is a time chart which shows an example of the result of having performed control concerning a 2nd embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, the first embodiment will be described.

  FIG. 1 is a configuration diagram of a system to which the first embodiment of the present invention is applied.

  The intake passage 3 of the internal combustion engine 1 is provided with a throttle valve 5 for adjusting the intake air amount. The intake passage 3 is branched and connected to each cylinder of the internal combustion engine 1, and a fuel injection valve 4 for injecting fuel into the passage is attached to the branched portion.

  The internal combustion engine 1 is connected to a transmission 2 that transmits torque generated in the internal combustion engine 1 to drive wheels.

  A pulley 11 is attached to the end of the crankshaft of the internal combustion engine 1 opposite to the transmission 2. The pulley 11 and the pulley 13 attached to the rotating shaft of the alternator 6 as a generator are connected to the pulley 11. The belt 12 is wound around. Thereby, when the crankshaft of the internal combustion engine 1 rotates, the alternator 6 also rotates. That is, the alternator 6 can generate power using a part of the torque of the internal combustion engine 1.

  Further, when the vehicle decelerates, the traveling energy of the vehicle can be recovered as electric power by so-called regenerative control in which power generation is performed using the rotation of the crankshaft by the input from the drive wheels.

  The electric power generated by the alternator 6 is consumed by a vehicle resistor 9 including an ignition device, a headlight, an air conditioner, etc. in addition to the fuel injection valve 4 and the throttle valve 5, or is charged to the battery 7.

  The state of charge of the battery 7 is monitored by a battery sensor 8 as an acceptable electric energy detection means, and a detection signal of the battery sensor 8 is read into an engine controller (ECM) 10. In addition to this, the detection signal of the vehicle speed sensor 20 as a deceleration state detection means is also read into the ECM 10.

  The operation of the throttle valve 5 and the fuel injection valve 4 and the power generation command to the alternator 6 are all controlled by the ECM 10 according to the operating state (throttle control means, power generation control means). The ECM 10 includes a microcomputer that includes a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). It is also possible to configure the ECM 10 with a plurality of microcomputers.

  Next, control of the opening degree of the throttle valve 5 and the power generation amount of the alternator 6 executed by the ECM 10 as the fuel cut control means at the time of deceleration accompanied by fuel cut will be described.

  The ECM 10 controls the throttle valve 5 so as to reduce the deceleration acceleration during the fuel cut control for the purpose of extending the time for executing the fuel cut control and increasing the regenerative electric energy of the alternator 6. Further, the amount of power generated by the alternator 6 is controlled so as to prevent the vehicle from being pushed out due to the opening of the throttle valve 5 during fuel cut recovery. Specific control contents will be described with reference to FIGS.

  FIG. 2 is a flowchart showing a routine executed by the ECM 10 for determining whether or not the regeneration control of the alternator 6 is permitted. FIG. 3 is a flowchart showing a control routine for the throttle valve 5 and the alternator 6 executed by the ECM 10. Both routines are executed in parallel. In addition, any routine is repeatedly executed at intervals of, for example, about 10 milliseconds.

  First, the flowchart of the permission / prohibition determination of the regeneration control of the alternator 6 in FIG. 2 will be described.

  In step S110, the ECM 10 determines whether or not the fuel is being cut based on the result of a fuel cut control permission / prohibition routine that is separately executed. If the fuel is being cut, the process of step S120 is executed. If the fuel is not being cut, the routine is terminated. The fuel cut control execution permission / prohibition routine is the same as that of the known fuel cut control. For example, when the vehicle speed and the battery SOC are equal to or higher than a predetermined value and the deceleration acceleration is equal to or lower than the predetermined value, the fuel cut is permitted. If these conditions are not satisfied, fuel cut is prohibited.

  In step S120, the ECM 10 calculates the sum of the battery acceptable current and the vehicle current consumption. The vehicle consumption current is a current consumed by the vehicle resistance 9 or the like. The battery acceptable current varies depending on the SOC as shown in FIG. Therefore, the characteristics of the battery 7 to be used are tested in advance to create a map as shown in FIG. 4, and this is given to the ECM 10. Then, the battery acceptable current is calculated by searching the map using the current SOC obtained from the detection value of the battery sensor 8.

  In step S130, the ECM 10 calculates the maximum generated current (alternator MAX generated current) of the alternator 6. The alternator MAX generated current varies according to the rotational speed of the alternator 6 as shown in FIG. Therefore, the characteristics of the alternator 6 to be used are tested in advance to create a map as shown in FIG. Then, the alternator MAX power generation current is calculated by searching the map using the alternator rotation speed obtained from the engine rotation speed.

  In step S140, the ECM 10 determines whether the sum of the battery acceptable current and the vehicle consumption current is equal to or greater than the lower one of the alternator MAX power generation current and the maximum required absorption torque equivalent current described below.

  The maximum required absorption torque equivalent current is generated in the alternator 6 when absorbing the maximum required absorption torque, which is the torque that must be absorbed by the alternator 6 when the operating range in which the fuel cut is executed is expanded to the maximum. Current.

  Here, the maximum required absorption torque will be described in more detail.

  One of the conditions for ending the fuel cut, that is, the condition for executing the fuel cut recovery is that the vehicle speed falls below a predetermined value. The fuel cut recovery needs to be performed by the time when the internal combustion engine 1 is at the lower limit vehicle speed at which the idle rotation can be maintained. However, there is a delay time from when the fuel cut recovery is determined until the internal combustion engine 1 starts to burn, and since the vehicle speed decreases and the engine speed also decreases during the delay time, the lower limit vehicle speed at which idle rotation can be maintained. If the execution of the fuel cut recovery is decided after that, the internal combustion engine 1 cannot be restarted. Therefore, it is necessary to set the predetermined value higher than the lower limit vehicle speed at which the idle rotation can be maintained by an amount corresponding to the decrease in the vehicle speed during the delay time.

  Since the amount of decrease in the vehicle speed during the delay time decreases as the deceleration acceleration is decreased, the fuel cut can be continued to a lower vehicle speed by decreasing the deceleration acceleration. The deceleration acceleration can be reduced by opening the throttle valve 5. This is because the opening loss of the throttle valve 5 reduces the pumping loss and weakens the braking force by so-called engine braking.

  On the other hand, the limit for expanding the area where fuel cut can be performed is determined by factors other than deceleration acceleration, such as vehicle speed. Based on this limit, it is determined how much the deceleration must be reduced in order to perform fuel cut to this limit, that is, how much the throttle valve 5 must be opened. When the amount of opening of the throttle valve 5 is determined, the amount of engine rotation that occurs during fuel cut recovery is determined. When the amount of blow-up is determined, the torque that must be absorbed by the alternator 6 is determined in order to prevent the vehicle from being pushed out during the fuel cut recovery. The torque that the alternator 6 must absorb is the maximum necessary absorption torque, and the current generated in the alternator 6 to absorb the maximum necessary absorption torque is the maximum necessary absorption torque equivalent current.

  Returning to the description of step S140.

  In order for the alternator 6 to generate the maximum necessary absorption torque equivalent current at the time of fuel cut recovery, the sum of the battery acceptable current and the vehicle consumption current must be equal to or greater than the maximum necessary absorption torque equivalent current. However, when the alternator MAX generated current is equal to or less than the maximum necessary absorption torque equivalent current, the sum of the battery acceptable current and the vehicle consumption current may be equal to or greater than the alternator MAX generated current.

  On the other hand, the battery acceptable current decreases as the SOC increases. That is, when the alternator 6 is regenerated, the SOC increases, and the sum of the battery acceptable current and the vehicle consumption current decreases. If the sum of the battery receivable current and the vehicle consumption current becomes smaller than the reception current required for the fuel cut recovery, the vehicle push-out feeling during the fuel cut recovery cannot be offset.

  Therefore, if the sum of the battery acceptable current and the vehicle consumption current is greater than or equal to the necessary current required for fuel cut recovery, regeneration of the alternator 6 is permitted in step S150, and if not, more batteries can be accepted. In order to prevent a decrease in current, regeneration of the alternator 6 is prohibited in step S160.

  It should be noted that the alternator power generation current after the start of regenerative control is made to coincide with the lower current value during the lower or higher of the alternator MAX power generation current or the sum of the battery acceptable current and the vehicle consumption current.

  When the alternator 6 regenerative control is permitted / prohibited as described above, the battery 7 can be received when, for example, the fuel cut performance is improved by expanding the fuel cutable region by opening the throttle valve 5. If there is a sufficient current, regenerative control is performed on the alternator 6, so further improvement in fuel efficiency can be expected.

  Next, a control routine for the throttle valve 5 and the alternator 6 shown in FIG. 3 will be described.

  Steps S210 to S230 are the same as steps S110 to S130 in FIG.

  In step S240, the ECM 10 calculates the current power generation possible torque of the alternator 6. The torque that can be generated varies depending on the generated current of the alternator 6. The alternator 6 cannot generate a current exceeding the sum of the battery acceptable current and the vehicle consumption current. Accordingly, the power generation possible torque is limited to the smaller one of the time when the alternator MAX power generation current is generated or the time when the battery acceptable current is generated + the vehicle consumption current is generated. Therefore, the relationship between the power generation current and the power generation possible torque as shown in FIG. 6 is mapped in advance, and this is given to the ECM 10, and the alternator MAX power generation current or the battery acceptable current + the vehicle current consumption is used, whichever is smaller. By searching the map, the power generation possible torque is calculated.

  In step S250, the ECM 10 calculates a deceleration acceleration requestable power generation torque. The deceleration acceleration requestable power generation torque is a torque when a deceleration acceleration requestable generation current is generated, and the deceleration acceleration requestable generation current is a preset target deceleration when it is assumed that the throttle valve 5 is fully closed. This is a current that is generated when power is generated to achieve acceleration, and increases as the vehicle speed increases.

  Therefore, as shown in FIG. 7, the ECM 10 has a map for converting the current value into torque, and a map search is performed using the deceleration acceleration requestable generation current to calculate the deceleration acceleration requestable generation torque. To do.

  In step S260, the ECM 10 subtracts the decelerating acceleration requestable power generation torque from the power generation possible torque, and sets this as a surplus power generation torque. That is, the surplus power generation torque is power generation torque that can be increased by the alternator 6 at present.

  In step S270, the ECM 10 calculates a surplus power generation throttle opening that is a throttle opening for offsetting an increase in deceleration caused by generating a surplus power generation torque. Here, a map for converting the torque shown in FIG. 8 into the throttle opening is provided in the ECM 10, and the throttle opening for the surplus power generation is calculated by searching the map using the surplus power generation torque.

  In step S280, the ECM 10 determines whether or not the regenerative control of the alternator 6 is being executed based on the result of the determination routine of FIG. 2. If the regenerative control is being executed, the ECM 10 executes the process of step S290 and performs the regenerative control. If not being executed, the process of step S300 is executed.

  In step S290, the ECM 10 sets the throttle opening to the opening calculated in step S270, that is, the throttle opening for surplus power generation.

  In step S300, the ECM 10 calculates the amount by which the current deceleration acceleration exceeds the target deceleration acceleration (deceleration acceleration over amount), and matches the current deceleration acceleration with the target deceleration acceleration based on the deceleration acceleration over amount. The throttle opening (deceleration acceleration adjustment opening) is calculated. Since there is a characteristic that the deceleration acceleration adjustment opening increases as the deceleration acceleration over amount increases, a map as shown in FIG. 9 is provided in the ECM 10 and the map is searched using the deceleration acceleration over amount to adjust the deceleration acceleration. Calculate the opening.

  In step S310, the ECM 10 sets the throttle opening to the deceleration acceleration adjustment opening calculated in step S300. However, the throttle opening for the surplus power generation calculated in step S270 is set as the upper limit.

  In step S320, the ECM 10 calculates the fuel cut end vehicle speed. The fuel cut end vehicle speed decreases as the throttle opening increases. This is because the deceleration acceleration decreases as the throttle opening increases. Therefore, by mapping the relationship between the throttle opening and the fuel cut end vehicle speed as shown in FIG. 10 and having it in the ECM 10, a map search is performed using the throttle opening set in step S290 or step S310. The fuel cut end vehicle speed is calculated.

  In step S330, the ECM 10 determines whether or not the current vehicle speed is equal to or lower than the fuel cut end vehicle speed. If it is equal to or lower than the fuel cut end vehicle speed, the process of step S340 is executed, and if it is higher than the fuel cut end vehicle speed, the routine is ended.

  In step S340, the ECM 10 performs fuel cut recovery.

  In step S350, the ECM 10 calculates an alternator power generation amount, which is an alternator power generation amount that can cancel the torque at the start of the internal combustion engine 1 that increases when the throttle valve 5 is opened. As shown in FIG. 11, the amount of power generated by the alternator for preventing rotational swell increases as the throttle opening increases. This is because the torque at the start increases as the throttle opening increases. Therefore, the relationship between the power generation amount and the throttle opening degree of the rotation and blowup prevention is mapped as shown in FIG. 11 and given to the ECM 10, and a map search is performed using the throttle opening degree set in step S290 or step S310. Thus, the amount of power generated by the alternator to prevent the rotation from rising is calculated.

  In step S360, the ECM 10 controls the alternator 6 so as to generate the rotational blow-out preventing alternator power generation amount calculated in step S350.

  FIG. 12 is a time chart illustrating an example of a result of executing the control of FIGS. 2 and 3. In addition, it has shown about the case where the alternator 6 whose generator electric power generation current is larger than the maximum required absorption torque equivalent current is used.

  At t0, the accelerator pedal is released, the throttle opening becomes zero, and deceleration with fuel cut is started. Since the vehicle speed is still high at the start of deceleration, the power generation current that can request deceleration acceleration increases. Here, it is assumed that the regenerative control of the alternator 6 is permitted when the decelerating acceleration requestable generated current exceeds the maximum necessary absorption torque. Moreover, since the power generation current for which deceleration acceleration can be requested exceeds the alternator MAX power generation current, the alternator power generation current is fixed to the alternator MAX power generation current. At the start of deceleration, the sum of the battery acceptable current and the vehicle consumption current is greater than the deceleration acceleration requestable generated current.

  From t0 to t1, since the deceleration acceleration requestable generation current is larger than the alternator MAX generation current, the alternator generation current remains fixed at the alternator MAX generation current. During this time, by executing the regeneration control of the alternator 6, the battery acceptable current is reduced, so that the sum of the battery acceptable current and the vehicle consumption current is also reduced.

  During the period from t1 to t2, the deceleration acceleration requestable power generation current is equal to or less than the alternator MAX power generation current, so that the throttle valve 5 can be opened by the surplus power generation torque. Therefore, the throttle valve 5 is gradually opened so that the alternator power generation current matches the alternator MAX power generation current to increase the regeneration amount.

  Between t2 and t3, the sum of the battery-acceptable current and the vehicle consumption current is equal to or less than the alternator MAX generation current. Therefore, the throttle valve is gradually adjusted so that the alternator generation current matches the sum of the battery-acceptable current and vehicle consumption current. Open 5.

  In FIG. 12, from t1 to t2, the surplus power generation torque is determined by the difference between the alternator MAX power generation current and the power generation current that can request deceleration acceleration. The generated current is gradually decreasing. On the other hand, from t2 to t3, the marginal power generation torque is determined by the difference between the sum of the battery acceptable current and the vehicle consumption current and the deceleration acceleration requestable generation current, and the battery acceptable current and the vehicle consumption current are determined. And the generation current that can be requested for deceleration acceleration are gradually decreasing. Therefore, the increase rate of the throttle opening is smaller in the period from t2 to t3 than in the period from t1 to t2.

  When the sum of the battery acceptable current and the vehicle consumption current decreases to the maximum required absorption torque equivalent current at t3, the sum of the battery acceptance current and the vehicle consumption current is less than the maximum necessary absorption torque equivalent current by prohibiting the alternator regeneration. Do not become. With the prohibition of regeneration, the throttle valve 5 is closed, and thereafter, the throttle opening is set to the deceleration acceleration adjustment opening.

  At t4, when the deceleration acceleration requestable generated current becomes zero, the throttle opening is gradually opened in order to maintain the deceleration acceleration at the target deceleration acceleration. However, the upper limit is the throttle opening for surplus power generation. In other words, the ECM 10 increases the opening of the throttle valve 5 to reduce the deceleration acceleration during vehicle deceleration during fuel cut execution, and the opening of the vehicle can be offset by the increase in the amount of power generated by the alternator 6. Limit to the size corresponding to the engine torque.

  When the vehicle speed reaches the fuel cut end vehicle speed at t5, fuel cut recovery is executed. At this time, power generation is temporarily performed so that the amount of power generated by the alternator for preventing rotational blowup calculated based on the throttle opening is closed, and the throttle valve 5 is closed. Note that the fuel cut end vehicle speed is the vehicle speed calculated from FIG. 10 with the throttle opening as the surplus power generation throttle opening. Thereby, the fuel cut can be executed for a longer time without excessive deceleration acceleration.

  Next, the operational effects of the above-described embodiment will be described.

  As described above, the power generation is performed for the surplus power generation during the deceleration, and the increase in the deceleration acceleration due to the power generation for the surplus power generation is offset by opening the throttle valve 5, so that the regenerative power amount of the alternator 6 is increased. The area where fuel cut can be performed can be expanded. The comparison object here is the case where the throttle valve 5 is kept closed during deceleration, as indicated by the broken line in the fuel cut and throttle opening chart of FIG. The fuel cut end vehicle speed in this case is higher than the fuel cut end vehicle speed of the present embodiment, as shown in the vehicle speed chart of FIG.

  After t3 when the sum of the battery acceptable current and the vehicle consumption current is reduced to the current corresponding to the maximum required absorption torque, regeneration is prohibited, and the battery 7 is in a state in which the maximum required absorption torque can be received during fuel cut recovery. As a result, it is possible to absorb the torque increase due to the throttle valve 5 being opened during the fuel cut recovery. Thereby, the area | region which can implement a fuel cut can be expanded further. In addition, since the upper limit of the throttle opening during deceleration is limited to the throttle opening for surplus power generation, it is possible to reliably prevent the vehicle from being pushed during fuel cut recovery.

  FIG. 13 is a time chart showing another example of a result of executing the control of FIGS. 2 and 3. In addition, it has shown about the case where the alternator MAX power generation current uses the alternator 6 smaller than the maximum required absorption torque equivalent current.

  At t0, the accelerator pedal is released, the throttle opening becomes zero, and deceleration with fuel cut is started. Since the vehicle speed is still high at the start of deceleration, the power generation current that can request deceleration acceleration increases. Here, it is assumed that the decelerating acceleration requestable generation current exceeds the alternator MAX power generation torque, and the regeneration control of the alternator 6 is permitted.

  Moreover, since the power generation current for which deceleration acceleration can be requested exceeds the alternator MAX power generation current, the alternator power generation current is fixed to the alternator MAX power generation current.

  During the period from t0 to t1, since the deceleration acceleration requestable generation current is larger than the alternator MAX generation current, the alternator generation current remains fixed at the alternator MAX generation current. During this time, by executing the regeneration control of the alternator 6, the battery acceptable current is reduced, so that the sum of the battery acceptable current and the vehicle consumption current is also reduced.

  During the period from t1 to t2, the deceleration acceleration requestable power generation current is equal to or less than the alternator MAX power generation current, so that the throttle valve 5 can be opened by the surplus power generation torque. Therefore, the throttle valve 5 is gradually opened so that the alternator power generation current matches the alternator MAX power generation current to increase the regeneration amount.

  If the sum of the battery-acceptable generation current and the vehicle consumption current matches the alternator MAX generation current at t2, alternator regeneration is prohibited, so that the sum of the battery-acceptable generation current and the vehicle consumption current does not fall below the alternator MAX generation current. Close the throttle valve 5.

  When the deceleration acceleration requestable generation current becomes zero at t3, the throttle opening is gradually opened in order to maintain the deceleration acceleration at the target deceleration acceleration. However, the upper limit is the throttle opening for surplus power generation.

  When the vehicle speed reaches the fuel cut end vehicle speed at t5, fuel cut recovery is executed. At this time, power generation is temporarily performed so that the amount of power generated by the alternator for preventing rotational blowup calculated based on the throttle opening is closed, and the throttle valve 5 is closed.

  By controlling as described above, the same effect as in the case of FIG. 12 can be obtained even when the alternator MAX generated current is lower than the maximum required absorption torque equivalent current. However, since the current that can be generated by the alternator 6 is lower than the maximum required absorption torque equivalent current, the timing of the fuel cut recovery is earlier than in the case of FIG.

  A second embodiment will be described.

  The system to which the second embodiment is applied and the control of the alternator 6 and the throttle valve 5 are basically the same as those in the first embodiment, but are partially different. Only the differences will be described here.

  1stly, the vehicle to which 2nd Embodiment is applied has the small deceleration acceleration at the time of coast driving | running | working compared with the vehicle to which 1st Embodiment is applied.

  Second, in the first embodiment, in step S140 of FIG. 2, the alternator regeneration is performed when the sum of the battery acceptable current and the vehicle consumption current is equal to or less than the maximum required absorption torque equivalent current or the alternator power generation current. Is allowed. In contrast, in the second embodiment, alternator regeneration is permitted when the maximum required absorption torque equivalent current or the alternator power generation current is lower than the lower one.

  Third, in the first embodiment, the throttle opening is set to the throttle opening calculated in step S270 in step S290 of FIG. On the other hand, in the second embodiment, when the sum of the battery acceptable current and the vehicle consumption current is reduced to the maximum necessary absorption power generation current, the alternator power generation current is reduced so as not to further decrease. Then, the throttle opening is reduced so as to offset the change in deceleration acceleration due to the decrease in the alternator power generation current.

  FIG. 14 is a time chart when this embodiment is implemented. Since t0 to t3 are the same as those in FIG.

  Even if the sum of the battery acceptable current and the vehicle consumption current is reduced to the maximum necessary absorbed power generation current at t3, the alternator regeneration continues. However, the alternator power generation current is decreased so that the sum of the battery acceptable current and the vehicle consumption current is less than the maximum required absorption power generation current, and the throttle opening is decreased so that the deceleration acceleration does not fluctuate due to the decrease in the alternator power generation current.

  When the fuel cut end vehicle speed is reached at t5, the alternator power generation current is temporarily increased to close the throttle valve 5 so as to offset the torque that increases due to the opening of the throttle valve 5.

  As the deceleration acceleration during coasting, that is, the original deceleration acceleration of the vehicle becomes smaller, the power generation current that can be requested for deceleration acceleration becomes higher, so the surplus power generation torque becomes smaller. For this reason, if the alternator regeneration is prohibited at t3 as in the first embodiment, the alternator regenerative power generation amount is smaller than that in the first embodiment.

  However, by continuing the alternator regeneration while decreasing the alternator power generation current and the throttle opening after t3 as described above, the regenerative power generation amount of the alternator 6 at the time of fuel cut recovery is ensured as in the first embodiment. be able to.

  Further, by controlling the throttle valve 5 and the alternator 6 so that the battery acceptable current and the vehicle consumption current do not become lower than the maximum required absorption torque equivalent current, it is possible to reliably prevent the vehicle from being pushed out during the fuel cut recovery. Can do.

  The present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made within the scope of the technical idea described in the claims.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Transmission 3 Intake passage 4 Fuel injection valve 5 Throttle valve 6 Alternator 7 Battery 8 Battery sensor 9 Vehicle resistance 10 Engine controller (ECM)
20 Vehicle speed sensor

Claims (5)

Deceleration state detecting means for detecting a deceleration state of the vehicle;
Fuel cut means for executing fuel cut to stop fuel supply to the internal combustion engine when a predetermined condition is satisfied during vehicle deceleration, and executing fuel cut recovery to resume fuel supply when the predetermined condition is not satisfied;
Throttle control means for setting the throttle opening larger than zero at the time of fuel cut recovery;
Electric power generation is performed by a generator during the fuel cut execution, and the power generation amount of the generator is increased so as to cancel out the feeling of pushing the vehicle due to the engine torque generated according to the throttle opening during the fuel cut recovery. Control means;
A battery for charging electrical energy generated by the generator;
Receivable electrical energy detecting means for detecting receivable electrical energy which is electrical energy receivable by the battery; and
In a vehicle equipped with an internal combustion engine comprising:
The power generation control means is configured so that the receivable electric energy at the time of fuel cut recovery is equal to or greater than the power generation electric energy at the time of fuel cut recovery, which is electric energy generated by the generator in order to offset the vehicle pushing feeling. An internal-combustion-engine-equipped vehicle characterized by limiting the amount of power generated by the generator during fuel cut.   2. The vehicle with an internal combustion engine according to claim 1, wherein the power generation control unit prohibits regeneration of the generator when the acceptable electrical energy decreases to a magnitude corresponding to an engine torque absorbed by power generation during the fuel cut recovery.   The throttle control means increases the throttle opening to reduce the deceleration acceleration during vehicle deceleration during the fuel cut, and the throttle opening is determined by increasing the amount of power generated by the generator. The internal combustion engine-equipped vehicle according to claim 2, wherein the vehicle is limited to a magnitude corresponding to a cancelable engine torque.   The vehicle speed at the time of the fuel cut recovery is a vehicle speed when the throttle opening becomes a magnitude corresponding to the intake amount of the internal combustion engine when the feeling of pushing out the vehicle is a magnitude that can be offset by the generator. A vehicle equipped with an internal combustion engine according to any one of claims 1 to 3.   2. The internal combustion engine installation according to claim 1, wherein the throttle opening during the fuel cut is gradually reduced so that the acceptable electrical energy at the time of the fuel cut recovery coincides with the electric energy generated at the time of the fuel cut recovery. vehicle.

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