JP2013173408A - Control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To detect the occurrence of sliding of a belt to a generator pulley.SOLUTION: A control device is mounted on a vehicle and controls a system for generating electric power by driving a generator 110 by transmitting rotation of a crankshaft, by wrapping a belt 164 around a crank pulley 160 fixed to the crankshaft of an internal combustion engine and the generator pulley 161 fixed to the generator 110. The control device determines that the sliding of the belt 164 is caused to the generator pulley 161 when there is a predetermined quantity of more of a variation between a value of an actual power generation quantity and a value of an indicated power generation quantity, by comparing the value of the indicated power generation quantity indicated from a regulator for indicating a power generation quantity of the generator 110, with the value of the actual power generation quantity of actually generating the electric power by the generator 110.

Description

  The present invention relates to control of a system that is mounted on a vehicle and drives an alternator and other auxiliary machines by transmitting engine rotation.

  In general, an automobile generates power using a part of the output of an internal combustion engine, charges the generated power to a battery, and air-cools an electronic control unit, an illumination lamp, an air conditioner, and a radiator. It is supplied to various electric loads (electrical equipment) such as fan motors, heaters, defoggers, audio equipment, and car navigation systems. Specifically, starting from a crank pulley drive fixed to a crankshaft of an internal combustion engine, auxiliary machines such as an alternator pulley, an air conditioner compressor pulley, and a water pump pulley are rotated (for example, Patent Documents). 1). In such a thing, when the electrical load concerning auxiliary machines is high, the load to a crank pulley increases. In particular, due to an increase in electrical equipment in recent years, there is a tendency to adopt a high alternator rated output, and belt slipping (slip) is likely to occur.

  When this belt slip occurs, there is a problem that the belt squeals or the belt is bent due to the occurrence of slip and grip alternately, and belt noise such as a beep is generated.

  The device described in Patent Document 1 controls the belt tension to be high based on the rotation speed and load state of the internal combustion engine in order to suppress the occurrence of such belt noise. However, the belt tension is controlled by the rotational speed and load state of the internal combustion engine regardless of whether or not the belt actually slipped. Therefore, abnormalities of the belt and external factors (for example, rainwater that has entered the bonnet) When the belt slips on the belt, when the electrical load of the auxiliary equipment such as the air conditioner switch-on is excessive, or when the electrical load suddenly changes or the rotational fluctuation increases due to transmission lock-up control, etc.) Is not considered. In addition, since it is necessary to provide a belt tension adjusting pulley or the like, there is a problem that the number of parts increases, resulting in an increase in weight and cost.

JP 2004-36695 A

  An object of the present invention is to detect the occurrence of slipping of a belt with respect to a generator pulley.

  The present invention employs the following configuration in order to solve the above-described problems. That is, in the control device according to the present invention, a belt is wound around a crank pulley fixed to a crankshaft of an internal combustion engine and a generator pulley fixed to a generator. A system that drives the generator to generate power by transmitting the rotation of the generator, and controls the value of the indicated power generation amount instructed by the regulator that indicates the power generation amount of the generator, and the generator actually Compared with the actual power generation value generated in the previous step, if there is a fluctuation of a predetermined amount or more between the actual power generation value and the indicated power generation value, the belt slips against the generator pulley. It is characterized by determining that it has occurred.

  If this is the case, the amount of power generated by the generator is reduced because the rotation of the crankshaft is greater than the rotational speed of the belt, that is, the belt on the crank pulley or generator pulley slips and the belt drive is delayed. Decrease and fluctuations occur. Therefore, it is possible to detect the occurrence of the belt slip by detecting this change. And the abnormal noise resulting from the slip of a belt can be improved at an early stage.

  In addition, it is preferable that the regulator is controlled so as to reduce the power generation amount of the generator when the state where the belt slips is detected. Note that “reducing the power generation amount” includes those that completely cut the power generation amount.

  Since this invention is the above structures, generation | occurrence | production of the slip of the belt with respect to a generator pulley is detectable.

The figure which shows the whole structure of the internal combustion engine for vehicles in one Embodiment of this invention. The circuit diagram which shows the control apparatus of the alternator in the embodiment. The front view which shows the principal part of the internal combustion engine of the embodiment. The timing chart which shows the example of control of the alternator by the control apparatus of the embodiment. The flowchart which shows the procedure of the process which the control apparatus of the embodiment performs.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment.

  The internal combustion engine in the present embodiment is a spark ignition gasoline engine and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode. The ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

  FIG. 2 shows an equivalent circuit of the power generation system in the present embodiment. The alternator 110 is connected to the crankshaft of the internal combustion engine through a winding transmission mechanism having a belt and a pulley as elements, and rotates to generate electric power following the rotation of the crankshaft. Alternator 110 includes a stator coil 111 wound around a stator and a field coil 112 wound around a rotor that is disposed inside the stator and rotates. The stator coil 111 is a three-phase coil, and generates a three-phase alternating current. This induced current is stored in the battery 120 after being converted into a direct current by a rectifier (rectifier) 113.

  The magnitude of the voltage generated and output by the alternator 110 is controlled via the regulator 130. The regulator 130 is a known IC type attached to the alternator 110, and can switch the output voltage of the alternator 110 in at least two stages.

  More specifically, the regulator 130 energizes the field coil 112 via a switching circuit 131 using a power device (power semiconductor element) represented by a power transistor, a power MOSFET, and the like. And the energization to the field coil 112 is turned ON / OFF by the switching operation of the power device. The output voltage of the alternator 110, that is, the voltage induced in the stator coil 111 increases in proportion to the DUTY ratio of the field current flowing through the field coil 112, that is, fDUTY. The voltage control circuit 132 of the regulator 130 receives a signal l for instructing the output voltage of the alternator 110 from the ECU 0 as the control device of the present embodiment, and performs PWM control for adjusting fDUTY so as to realize the instructed output voltage. .

  By the PWM control described above, the output voltage of the alternator 110, and hence the generated power of the alternator 110 can be increased or decreased. Amount of charge from alternator 110 to battery 120 and / or various electric loads from alternator 110 (fan motor, heater, defogger, audio equipment, car navigation system, etc. for air-cooling lighting lamp, air conditioner and radiator) The amount of power supplied to the battery increases as fDUTY increases and decreases as fDUTY decreases.

  The ECU 0 that controls the operation of the internal combustion engine and the control of the auxiliary machine is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal (N signal) b output from an engine rotation sensor that detects the rotation angle of the crankshaft and the engine speed, An accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal or the opening of the throttle valve 32 as an accelerator opening (so-called required load), and a brake that is output from a sensor that detects the amount of depression of the brake pedal Stepping amount signal d, intake air temperature / intake pressure signal e output from a temperature / pressure sensor for detecting intake air temperature and intake pressure in intake passage 3 (especially surge tank 33), water temperature sensor for detecting engine cooling water temperature The coolant temperature signal f output from the hydraulic fluid, and the hydraulic fluid temperature signal output from the oil temperature sensor that detects the fluid temperature of the hydraulic fluid that operates the transmission. g, a cam angle signal (G signal) h output from the cam angle sensor at a plurality of cam angles of the intake camshaft or the exhaust camshaft, and the battery 120 charge state (battery voltage, battery current, battery temperature) are detected The battery signal n output from the sensor, the output voltage signal p output from the sensor for detecting the output voltage of the alternator 110, and the lighting lamp, air conditioner, heater, defogger, audio equipment, car navigation system, etc. are operated. The signal o etc. given from the operation input device (an operation switch, a button, a touch panel, etc.) operated by the hand of the user who desires it is input.

  From the output interface, an ignition signal i for the igniter of the spark plug 12, a fuel injection signal j for the injector 11, an opening operation signal k for the throttle valve 32, an output voltage command signal l for the regulator 130, In addition, a control signal m and the like for operating an illumination lamp, an air conditioner, a heater, an audio device, a car navigation system, and the like are output. The control signal m includes a signal for switching connection / disconnection of the magnet clutch that mediates transmission of the rotational driving force from the crankshaft of the internal combustion engine to the compressor for refrigerant compression, an illumination lamp, a fan motor, a heater, a defogger, an audio A signal for turning on / off the power to each of the device, the car navigation system, and the like is included.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 obtains various information a, b, c, d, e, f, g, h, n, o, and p necessary for operation control of the internal combustion engine via the input interface and knows the engine speed. The amount of intake air charged in the cylinder 1 is estimated. In addition, the state of charge of the battery 120 and the operating status of an electric load such as an air conditioner, an illuminating lamp, and the like are obtained, and the power generation amount to be supplied by the alternator 110 is estimated. Then, operating parameters such as required fuel injection amount, fuel injection timing (including the number of times of fuel injection for one combustion), fuel injection pressure, ignition timing, and output voltage of the alternator 110 are determined. As the operation parameter determination method itself, a known method can be adopted. The ECU 0 applies various control signals i, j, k, l, and m corresponding to operation parameters and user operations via an output interface.

  The output voltage of the alternator 110 will be supplemented. In the widely used regulator 130 of the alternator 110 for a vehicle, the output voltage of the alternator 110 can be switched in two stages, for example, HI potential = about 14.5V or LO potential = 1about 12.8V. In this case, the ECU 0 inputs to the regulator 130 a signal l for instructing whether the output voltage of the alternator 110 is the HI potential or the LO potential.

  As the regulator 130, a linear regulator capable of continuously changing the output voltage of the alternator 110 within a predetermined range, for example, between 12V and 15.5V may be employed. In this case, the ECU 0 inputs a signal l that instructs the regulator 130 to set the output voltage of the alternator 110 to any value within the above range.

  In the following description, a relatively high voltage value is referred to as a HI potential, and a relatively low voltage value is referred to as a LO potential. However, specific numerical values are not uniquely limited. The LO potential is desirably set to a voltage lower than the voltage of the battery 120 or a low voltage close to the voltage of the battery 120. Although the battery voltage varies depending on the state of charge of the battery 120 or the like, it is usually a predetermined voltage, for example, 12 V or more.

  The alternator 110 receives a rotational driving force from the crankshaft of the internal combustion engine and rotates to generate power. Therefore, when viewed from the internal combustion engine, the alternator 110 becomes a mechanical load. The mechanical load increases as the amount of power generated by the alternator 110 increases.

  When the output voltage of the alternator 110 exceeds the voltage of the battery 120, the battery 120 is charged and electric power is supplied from the alternator 110 to the electric load. That is, the alternator 110 spends the energy of rotation of the crankshaft to generate electric energy. The amount of charge to the battery 120 and the amount of power supplied to the electric load depend on the potential difference between the output voltage of the alternator 110 and the battery voltage.

  Conversely, when the output voltage of the alternator 110 is less than or close to the battery voltage, the battery 120 is not charged, and no power is supplied from the alternator 110 to the electric load (power supply from the battery 120 to the electric load). Sometimes). That is, the alternator 110 does not work or the work that the alternator 110 does becomes smaller.

  In short, when the HI potential is commanded from the ECU 0 to the regulator 130, the mechanical load of the alternator 110 with respect to engine rotation increases, and when the LO potential is commanded, the mechanical load of the alternator 110 with respect to engine rotation decreases.

  The power generation amount of the alternator 110 is basically lower as the vehicle speed is lower and is increased as the vehicle speed is higher. In a region where the vehicle speed is sufficiently high, deceleration of the engine rotation caused by the power generation of the alternator 110 is not a problem, and there is little need to limit the power generation amount. Further, in the region where the vehicle speed is low, the lockup in the torque converter of the drive system is released, so even if the amount of power generation is increased, the vehicle (the axle) is not suddenly braked. Therefore, the amount of power generation is minimized in the vicinity of the vehicle speed at which the lock-up of the torque converter is started, or in a region where the vehicle speed is slightly lower than the vehicle speed at which the lock-up is started.

  Vehicle speed is not the only factor that affects power generation. In a situation where the coolant temperature indicating the temperature of the internal combustion engine and the hydraulic oil temperature of the transmission (and torque converter) indicating the temperature of the transmission are low, it can be said that the mechanical load with respect to the engine rotation is originally high. Therefore, it is preferable to reduce the power generation amount as the cooling water temperature and / or the hydraulic oil temperature is lower.

  Of course, the state of charge of the battery 120 and the operating status of the electrical load also affect the amount of power generation. In a situation where the battery 120 is not charged very much or the power consumption of the electric load is large, it is necessary to increase the amount of power generated by the alternator 110. When the battery voltage is low or the number of operating electrical loads is large (or power consumption is high), compared to when the battery voltage is high or the number of operating electrical loads is low (or low power consumption) Increase power generation.

  In general, the ECU 0 refers to the vehicle speed, the cooling water temperature, the hydraulic oil temperature, the battery voltage, the operation status of the electric load, and the like to determine the content of the output voltage command l to be given to the regulator 130.

  Incidentally, depending on the specifications of the regulator 130, the ECU 0 can detect the waveform q of the field current via the detection circuit 133, and can calculate the actually measured fDUTY, and thus the output voltage or power generation amount of the alternator 110. However, it is also conceivable to directly observe the current itself flowing through the field coil 112 to obtain the field current waveform q.

  Hereinafter, as shown in FIG. 3, transmission of rotational driving force between the crankshaft and the alternator 110, which is an auxiliary machine, the mechanical water pump 140 that pumps and circulates cooling water toward each part of the engine, and the compressor 150 will be described. . That is, the crankshaft 160 of the engine is rotated by a winding transmission mechanism in which a belt 164 is wound around a crank pulley 160, an alternator pulley 161, a water pump pulley 162, and a compressor pulley 163 fixed to the crankshaft. , 163 to rotate the alternator 110, the water pump 140, and the compressor 150, respectively. The magnet clutch touched earlier is interposed between the compressor pulley 163 and the drive shaft of the compressor 150. When the magnet clutch is disengaged, the compressor pulley 163 rotates idly. That is, the rotational torque of the crankshaft is transmitted to the compressor pulley 163, but not transmitted to the drive shaft of the compressor 150, and the compressor 150 does not operate.

  In the present embodiment, it is determined whether or not the belt 164 is slipping with respect to the alternator pulley 160, and the slip of the belt 164 is improved when the state where the belt 164 is slipping is detected. An ECU (control device) 0 that executes control is configured.

  FIG. 5 shows a procedure of processing executed by the ECU (control device) 0 of the present embodiment. The ECU 0 determines whether or not a fluctuation or deviation of a predetermined amount or more has occurred between the instruction voltage value and the actual voltage value (step S1). That is, as shown in FIG. 4, the instruction voltage value (here, HI potential) instructed from the regulator 130 instructing the output voltage of the alternator 110 is compared with the actual voltage value actually output by the alternator 110. More specifically, when a condition such that the difference S between the command voltage value and the actual voltage value is equal to or greater than a threshold value is satisfied, a fluctuation or deviation of a predetermined amount or more has occurred, that is, the alternator pulley 161 has On the other hand, it is determined that the belt 164 slips.

  If it is determined in step S1 that the vehicle is in the slip state, a command signal 1 for setting the indicated voltage value of the alternator 110 to the LO potential is input from the regulator 130 to the regulator 130 (step S2). That is, when it is detected that the belt 164 is slipping, the regulator 130 controls the alternator 110 so as to decrease the output voltage of the alternator 110. That is, when the LO potential is commanded, the mechanical load of the alternator 110 with respect to the engine rotation is reduced. Therefore, the mechanical load of the alternator 110 with respect to the internal combustion engine can be suppressed and the slip of the belt 164 can be eliminated. That is, when step S2 is executed, the period during which the belt 164 is slipping can be shortened.

  Thereafter, when the actual voltage value is stabilized (step S3), it is determined that the slip of the belt 164 with respect to the alternator pulley 161 has been eliminated, and a command signal 1 for setting the indicated voltage value of the alternator 110 to the HI potential is input to the regulator 130. (Step S5). That is, after the slipping state of the belt 164 is finished, the output voltage is restored again to the original value (HI potential). In step S5, in order to suppress the occurrence of slippage of the belt 164 again, the belt 164 is returned while being gradually excited from the LO potential to the HI potential. Specifically, the output voltage of the alternator 110 is gradually increased from the LO potential and recovered to the HI potential. That is, the LO potential is returned to the HI potential while suppressing the mechanical load of the alternator 110 on the internal combustion engine. In the present embodiment, the gradual excitation circuit uses a built-in function as a function of the voltage control circuit 132.

  On the other hand, if the actual voltage value is not stable in step S3, it is determined whether the slipping state of the belt 164 continues for a predetermined time or more (step S4). That is, the instruction voltage value (here, LO potential) instructed from the regulator 130 that instructs the output voltage of the alternator 110 is compared with the actual voltage value actually output by the alternator 110. More specifically, the slipping state of the belt 164 is not less than a predetermined time because a condition that the time during which the difference S between the command voltage value and the actual voltage value is equal to or more than the threshold is continued for a predetermined time or more is satisfied. It is determined that the sliding state in which the belt 164 slips with respect to the alternator pulley 161 continues for a predetermined time or longer. In this case, that is, when the indicated voltage value is the LO potential but does not recover from the slipping state, in order to prevent the battery 120 from going up, in order to force the power generation from the alternator 110, A command signal 1 for setting the indicated voltage value of the alternator 110 to the HI potential is input to the regulator 130 (step S5). In step S5, as described above, using the gradual excitation function built in as a function of the voltage control circuit 132, the voltage is returned while being gradually excited from the LO potential to the HI potential. That is, the output voltage of the alternator 110 is gradually increased from the LO potential and recovered to the HI potential while suppressing the mechanical load of the alternator 110 on the internal combustion engine.

  As described above, in the ECU (control device) 0 of the present embodiment, the belt 164 is wound around the crank pulley 160 fixed to the crankshaft of the internal combustion engine and the alternator pulley 161 fixed to the alternator 110. , Which controls the system that generates power by driving the alternator 110 by transmitting the rotation of the crankshaft mounted on the vehicle, and the command output voltage instructed from the regulator 130 that indicates the output voltage of the alternator 110 Is compared with the actual output voltage value actually output by the alternator 110, and when there is a fluctuation of a predetermined amount or more between the actual output voltage value and the indicated output voltage value, the alternator It is determined that the belt 164 is slipping with respect to the pulley 161.

  In this way, when the specified output voltage value and the actual output voltage value are detected and compared, if a fluctuation of a predetermined amount or more occurs, it can be seen that the engine speed and the alternator speed also fluctuate. The slipping state of the belt 164 can be reliably determined. The value of the instruction output voltage to the alternator 110 is controlled to an optimum value in accordance with the operation state of the internal combustion engine, the electric load state, and the battery state, and the actual output is normally not caused by the belt 164 slipping. When the voltage is stable while the belt 164 slips, the actual output voltage decreases or fluctuates from the value of the indicated output voltage. Therefore, by detecting this change, it is possible to improve the detectability of the slip of the belt 164, and it is possible to improve the occurrence of abnormal noise due to the belt slip early.

  Further, the ECU (control device) 0 of the present embodiment, when detecting the state where the belt 164 is slipping, causes the regulator 130 to reduce the output voltage of the alternator 110 from the HI potential to the LO potential. Control is performed. When the output power is switched to the LO potential, the output voltage of the alternator 110 is less than the battery voltage, so the battery 120 is not charged and no power is supplied from the alternator 110 to the electric load.

  Since it is such, the mechanical load of the alternator 110 with respect to an internal combustion engine can be suppressed, and it can reset from a belt slip state at an early stage. That is, by shortening the generation period of the slipping state of the belt 164, it is possible to improve the NV performance such as the riding comfort experienced by the driver, and to reduce the power loss by shortening the idling state of the pulley and the belt. It is possible to improve fuel efficiency.

  In addition, since the ECU (control device) 0 of the present embodiment increases the output voltage after the voltage fluctuation is stabilized after the output voltage of the alternator 110 is decreased, the slip of the belt 164 is suppressed. Can do. Further, when the output power is increased, the output voltage of the alternator 110 is gradually returned from the LO potential to the HI potential by using the gradual excitation function without increasing it at a stretch. Can be suppressed.

  In particular, in the present embodiment, when the belt slip continues for a predetermined time or more after the output voltage is lowered, the value of the command output voltage, that is, the power generation amount is forcibly returned to the normal value. It is possible to avoid a state in which power to 120 or the electric load is not supplied. For example, when belt slipping continues for a long time due to abnormal decrease in belt tension or the like, power generation and charging cannot be performed if the slipping state of the belt is detected and the output voltage of the alternator 110 is kept lowered. However, if there is a condition for forcibly returning the output voltage of the alternator 110 according to time as in this embodiment, the above-described problems can be suppressed.

  The present invention is not limited to the above embodiment.

  The generator may be a DC generator in addition to the AC generator such as the alternator described above. In addition to the value of the output voltage of the alternator measured using a sensor that detects the output voltage of the alternator, the value of the indicated power generation amount and the value of the actual power generation amount are determined using a sensor that detects the state of charge of the battery. It may be the value of the measured output current of the battery.

  If the control device does not have a gradual excitation function, it may be controlled so that the output voltage of the alternator gradually increases. Specifically, in the case of a linear regulator, the value of the instruction output voltage may be gradually increased instead of increasing to the target 14.5 V (HI potential) at once. If the regulator cannot change the output voltage of the alternator continuously, the value of the indicated output voltage is alternately switched between the target 14.5 V (HI potential) and 12.8 V (LO potential). The average output voltage may be gradually increased by gradually increasing the ratio between the time for commanding the HI potential and the time for commanding the LO potential.

  In addition, when detecting the state of belt slippage, in addition to reducing the amount of power generated by the generator, for example, by disengaging the magnet clutch and not operating the compressor, that is, by turning off the air conditioner You may employ | adopt the method of reducing engine load torque and recovering from belt slip.

  In addition, the specific configuration of each unit, the processing procedure, and the like can be variously modified without departing from the spirit of the present invention.

  The present invention can be used for controlling an alternator and other auxiliary equipment attached to an internal combustion engine mounted on a vehicle.

0 ... Control unit (ECU)
110 ... Generator (alternator)
130 ... Regulator 160 ... Crank pulley 161 ... Generator pulley (alternator pulley)
164 ... Belt

Claims (2)

A belt is wound around a crank pulley fixed to the crankshaft of the internal combustion engine and a generator pulley fixed to the generator, and the generator is mounted on the vehicle and transmits the rotation of the crankshaft. It controls the system that drives and generates electricity,
The value of the indicated power generation amount instructed from the regulator that indicates the power generation amount of the generator is compared with the value of the actual power generation amount actually generated by the generator, and the value of the actual power generation amount and the indicated power generation amount are compared. A control device characterized by determining that slippage of the belt has occurred with respect to the generator pulley when there is a fluctuation of a predetermined amount or more with respect to the value. The control device according to claim 1, wherein when the state in which the belt slips is detected, the regulator is controlled so as to reduce the power generation amount of the generator.

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