JP2013194708A - Engine-driven auxiliary control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine-driven auxiliary control device that is suitable for rapid restart control.SOLUTION: A control device 3 includes a main microcomputer 3a, and an auxiliary control IC 3c. The auxiliary control IC 3c is an integrated circuit for controlling a starter 13 and auxiliary devices 21, 31. The auxiliary control IC 3c provides control for suppressing an amount of fuel consumed to drive the auxiliary devices 21, 31. The auxiliary control IC 3c also drives the starter 13 in response to a request for restart. The auxiliary control IC 3c provides a stop angle control part which drives at least one auxiliary device so that an engine 11 is stopped at a predetermined angle CLT before the engine 11 is stopped. As a result, the rapidity of the restart of the engine 11 is improved. The auxiliary control IC 3c controls the drive of the starter 13 and the drive of the auxiliary devices 21, 31, thereby enhancing the versatility of the auxiliary control IC 3c.

Description

  The present invention relates to an engine drive accessory control device that controls auxiliary equipment driven by an engine.

  Conventionally, a generator, an air conditioner, a power steering device, and the like are known as auxiliary devices driven by an engine. For example, Patent Documents 1-7 describe the efficient use of auxiliary equipment for suppressing fuel consumption of the engine, or additional use of auxiliary equipment such as engine stop position control using driving torque of the auxiliary equipment. Has proposed.

JP 2005-16505 A JP 2007-37260 A JP 2007-49778 A JP 2009-196457 A JP 2009-298390 A JP 2010-173390 A JP 2010-173388 A

  In the configuration of the prior art, in order to relate the control of the engine and the control of the auxiliary equipment, both the engine control device and the control device of the auxiliary equipment, for example, the air conditioning control device are specially designed and related to each other. It was necessary to operate. However, such control for associating a plurality of devices with a large calculation processing load. For this reason, there exists a possibility of pressing the original control function of an engine control apparatus or the control apparatus of auxiliary equipment.

  Further, in an engine employing idle stop control, it is required that the engine is restarted quickly. Control of auxiliary equipment may be effective to improve the speed of restart. Therefore, a control device suitable for controlling auxiliary equipment for improving the speed of restart has been demanded.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an engine drive accessory control device suitable for control for quickly restarting the engine.

  Another object of the present invention is to provide an engine-driven auxiliary machine control device capable of controlling an auxiliary device capable of adjusting the stop angle of an engine and an engine device for restarting the engine, for example, a starter in association with each other. Is to provide.

  The present invention employs the following technical means to achieve the above object. Note that the reference numerals in parentheses described in the claims and the above-described means indicate the correspondence with the specific means described in the embodiments described later as one aspect, and are technical terms of the present invention. It does not limit the range.

  One of the disclosed inventions is that the engine drive auxiliary device control device (3c) for controlling the auxiliary devices (21, 31) driven by the engine (11) automatically stops after the engine is temporarily stopped. An input terminal (IN1) for inputting a signal (ISS) indicating the state of idle stop control to be restarted, an input terminal (IN2) for inputting a signal indicating the engine rotation angle (CLA), and the engine A starter output terminal (OUT1) for outputting a signal for driving a starter (13) for starting the engine and a signal for driving a plurality of auxiliary devices (21, 31) driven by the engine A plurality of auxiliary equipment output terminals (OUT2, OUT3) for the engine to stop at a predetermined target angle (CLT) before the engine stops. A stop angle control unit (9, 43b, 183) that drives at least one auxiliary device to stop, and a starter drive unit (4, 43) that drives the starter in response to a signal indicating the state of idle stop control. , 182).

  According to this configuration, the starter drive control and the auxiliary device drive control are executed by the engine-driven auxiliary machine control device. The stop angle control unit drives the auxiliary device so that the engine stops at the target angle. That is, the auxiliary device is driven by the engine. As a result, the engine load increases, and the engine speed converges toward zero (0). In addition, the engine stops at the target angle due to the driving torque of the auxiliary equipment. The starter driving unit drives the starter in response to a signal indicating the idle stop control state, that is, in response to a restart request. Thus, the engine is cranked from the target angle. As a result, restart of the engine is promoted. Further, since the starter drive control and the auxiliary device drive control are collected in the engine drive accessory control device, the versatility of the engine drive accessory control device can be enhanced.

1 is a block diagram of a system according to a first embodiment to which the present invention is applied. It is a block diagram of the control apparatus of 1st Embodiment. It is a block diagram of the control apparatus of 1st Embodiment. It is a flowchart which shows the power supply control process of 1st Embodiment. It is a flowchart which shows the heat control process of 1st Embodiment. It is a flowchart which shows the mediation control process of 1st Embodiment. It is a flowchart which shows the restart control process of 1st Embodiment. It is a flowchart which shows the auxiliary machine selection process of 1st Embodiment. It is a timing diagram which shows the action | operation of 1st Embodiment. It is a flowchart which shows the arbitration control process of 2nd Embodiment to which this invention is applied. It is a flowchart which shows the auxiliary machine selection process of 3rd Embodiment to which this invention is applied.

  Hereinafter, a plurality of modes for carrying out the disclosed invention will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.

(First embodiment)
In FIG. 1, an energy management system 1 comprehensively controls a plurality of control systems 10, 20, and 30 mounted on a vehicle so as to suppress energy consumption in the vehicle. A power system 10 and a plurality of energy consumption systems 20 and 30 are mounted on the vehicle. The power system 10 includes a power source that supplies power using fuel mounted on the vehicle. The energy consumption systems 20 and 30 include devices 21 and 31 that are driven by a power source. The energy consuming systems 20 and 30 use different forms of energy. For example, the energy consumption systems 20 and 30 convert the power supplied from the power system 10 into energy that can be stored and use it. The energy consuming system 20, 30 includes a power supply system 20 and a thermal system 30.

  The power system 10 includes an engine (ENGN) 11 as a power source. Further, the power system 10 includes an engine device (EGDV) 12 for operating the engine 11. The engine 11 can be provided by an internal combustion engine. The engine 11 is a power source that supplies power for moving the vehicle. Furthermore, the engine 11 is also a power source for supplying energy to a plurality of devices mounted on the vehicle.

  The output of the engine 11 is supplied to the power supply system 20 and the heat system 30 via the power transmission mechanism 2. The power transmission mechanism 2 can be provided by, for example, a belt transmission mechanism including a pulley and a belt, or a gear drive mechanism including a plurality of gears.

  The engine device 12 includes a control device for adjusting the operating state of the engine 11. The engine device 12 can include a starter (STMT) 13 that is an electric motor for starting the engine 11. The starter 13 is configured to be connectable to the rotation shaft of the engine 11 through a gear mechanism such as a pinion gear. The engine device 12 is a device for adjusting the output of the engine 11, for example, a throttle device that can adjust the amount of air taken in by the engine 11, a fuel supply device that can adjust the amount of fuel supplied to the engine 11, and the engine 11. It is possible to include an ignition device capable of adjusting the ignition timing.

  The power supply system 20 generates power using the power supplied from the power system 10 and stores the power. The power supply system 20 supplies electric power to an electric load mounted on the vehicle. The power supply system 20 includes a generator (GNRT) 21, a battery (BATT) 22, and an electric load (ELLD) 23.

  The generator 21 is a generator driven by the engine 11. The generator 21 can be provided by an alternator. The battery 22 is a secondary battery. The battery 22 stores the electric power generated by the generator 21. The electric load 23 is an electric load mounted on the vehicle. The electrical load 23 can include the engine device 12 and an air conditioner 33 described later. The generator 21 and the battery 22 supply power to the electric load 23.

  The heat system 30 is a system that uses cold and / or heat in a vehicle. An air conditioning system can be illustrated as a typical example of the thermal system 30. The heat system 30 includes a device temperature control system that uses cold heat to adjust the temperature of in-vehicle components such as batteries and inverter circuits, or a heating system that uses heat to heat articles mounted on the vehicle. It can be illustrated. In the following description, a case where an air conditioning system is employed as the heat system 30 will be described.

  The heat system 30 generates and stores cold heat and / or heat with the power supplied from the power system 10. The heat system 30 supplies cold heat and / or heat to equipment mounted on the vehicle. The thermal system 30 includes a compressor (CMPR) 31, a regenerator (CSTR) 32, and an air conditioner (ARCN) 33.

  The compressor 31 is a component part of a vapor compression refrigeration cycle mounted on a vehicle. The refrigeration cycle is compressed by the compressor 31 and generates cold and / or hot heat by the circulating refrigerant. The compressor 31 can adjust the discharge amount by intermittently operating or adjusting the compression capacity.

  The regenerator 32 is a heat storage device that stores cold heat and / or heat generated by the refrigeration cycle. In the illustrated example, the regenerator 32 stores the cold heat obtained in the evaporator of the refrigeration cycle. The regenerator 32 supplies the stored cold heat to the air conditioner 33. The air conditioner 33 uses the cold heat generated by the refrigeration cycle and the cold heat stored in the regenerator 32 to air-condition the vehicle interior. The air conditioner 33 is also a thermal load in the heat system 30.

  The regenerator 32 can supply cold heat to the air conditioner 33 even while the engine 11 is stopped. For example, the engine 11 may be temporarily stopped while the vehicle is stopped at the intersection. Such a function is known as an idle stop function or an economy running function. The regenerator 32 is used to continue air conditioning by the air conditioner 33 during a period in which the engine 11 is temporarily stopped.

  The power system 10, the power supply system 20 and the heat system 30 are controlled by a control device (ECU) 3. The control device 3 is provided by one or a plurality of electronic control devices. The plurality of electronic control devices included in the control device 3 are connected to each other via a communication line so that data can be transmitted and received.

  The electronic control device is provided by a microcomputer including a computer-readable storage medium. The storage medium stores a computer-readable program non-temporarily. The storage medium can be provided by a semiconductor memory or a magnetic disk. The program is executed by the electronic control device, thereby causing the electronic control device to function as the device described in this specification, and causing the electronic control device to function so as to execute the control method described in this specification. The means provided by the electronic control unit can also be called a functional block or module that achieves a predetermined function.

  The control device 3 provides an engine control device that adjusts the output of the engine 11 in accordance with a command from a vehicle user. The control device 3 controls the operation state of the engine 11 by controlling the engine device 12 according to the operation state of the engine 11 detected by the plurality of sensors. The control device 3 controls the engine 11 so as to suppress fuel consumption based on fuel consumption data described later. The control device 3 controls the engine 11 based on fuel consumption data in order to suppress fuel consumption. The fuel consumption data indicates the relationship between the operating state of the engine 11 and the combustion consumption rate. The control device 3 can control the engine 11 based on the fuel efficiency related data related to the fuel efficiency data. The fuel efficiency related data includes the fuel efficiency data itself and / or data generated based on the fuel efficiency data. In this embodiment, the fuel consumption data itself is used as fuel consumption related data.

  In addition, the control device 3 provides a power generation control device that controls switching of driving or stopping of the generator 21 and output control of the generator 21 so that the charged state of the battery 22 is maintained in an appropriate state.

  The control device 3 controls the power generation amount of the power generator 21 by controlling the power generator 21 according to the state of the power supply system 20 detected by the plurality of sensors. For example, the control device 3 detects the charge amount of the battery 22. The control device 3 controls the generator 21 so that the charge amount of the battery 22 approaches a predetermined target charge amount.

  Further, the control device 3 controls the generator 21 so as to suppress the amount of fuel consumed by power generation. The control device 3 controls the generator 21 so as to suppress fuel consumption based on the fuel consumption related data. The control device 3 uses fuel consumption for power generation, that is, power generation fuel consumption, as an index for suppressing the amount of fuel consumed by power generation. The power generation fuel consumption indicates the amount of fuel consumed to generate unit power. For example, when the electric energy is kilowatt hour (kWh) and the fuel consumption is gram (g), the power generation fuel consumption EC can be expressed as EC = g / kWh. In the following description, the power generation fuel consumption is referred to as a power consumption EC.

  In addition, the control device 3 is a heat control device that controls switching of driving or stopping of the compressor 31 and control of the compression capacity of the compressor 31 so as to maintain the cold storage state of the regenerator 32 in an appropriate state. provide.

  The control device 3 controls the discharge amount of the compressor 31 by controlling the compressor 31 according to the state of the thermal system 30 detected by the plurality of sensors. For example, the control device 3 detects the amount of cold stored in the regenerator 32. The control device 3 controls the compressor 31 so that the cold storage amount of the regenerator 32 approaches a predetermined target cold storage amount.

  Furthermore, the control device 3 controls the compressor 31 so as to suppress the amount of fuel consumed by the generation of thermal energy. The control device 3 controls the compressor 31 so as to suppress fuel consumption based on the fuel consumption related data. The control device 3 uses fuel consumption for heat generation, that is, heat generation fuel consumption, as an index for suppressing the amount of fuel consumed by heat generation. The heat generation fuel consumption indicates the amount of fuel consumed to generate a unit heat amount. For example, assuming that the amount of heat generated is kilowatt hour (kWh) and the fuel consumption is gram (g), the heat generation fuel consumption TC can be expressed as TC = g / kWh. In the following description, the heat generation fuel efficiency is referred to as heat cost TC. In this embodiment, cold heat, that is, low temperature generation is referred to as heat generation. Heat costs can also be used to generate heat, i.e. high temperatures.

  The control device 3 includes a start control unit (STCM) 4, an auxiliary machine control unit (AXDM) 5, and a synchronization control unit (SYNM) 6. The start control unit 4 drives the starter 13 to start the engine 11. The start control unit 4 is also a control unit for executing idle stop control. The start control unit 4 temporarily stops the engine 11 when a predetermined condition is satisfied. Furthermore, the start control unit 4 generates a restart request when a predetermined restart condition is satisfied. The start control unit 4 executes start control for restarting the engine 11 in response to the restart request.

  In the start control, the starter 13 is driven in response to a restart request. Immediately after the stop operation of the engine 11 is executed, the engine 11 may still be rotating. When there is such residual rotation, it is not desirable to drive the starter 13. Therefore, in the start control, the residual rotation of the engine 11 is quickly eliminated by controlling the auxiliary equipment. That is, since the auxiliary device is driven by the engine 11, the residual rotation of the engine 11 can be quickly attenuated by controlling the auxiliary device to the drive state.

  The auxiliary machine control unit 5 controls the generator 21 and / or the compressor 31 as auxiliary equipment. The auxiliary machine control unit 5 can include a power supply control unit (EPCM) 7 for controlling the power supply system 20 and a heat control unit (THCM) 8 for controlling the heat system 30. The power supply control unit 7 includes an electricity cost control unit (ECCM) 7a that controls the generator 21 so as to suppress the above-described electricity cost. The heat control unit 8 includes a heat cost control unit (TCCM) 8a that controls the compressor 31 so as to suppress the above-described heat cost. Further, the auxiliary machine control unit 5 includes an auxiliary control unit 9. The auxiliary control unit 9 controls the generator 21 and / or the compressor 31 in synchronization with the control of the starter 13. Here, the auxiliary control unit 9 controls the generator 21 and / or the compressor 31 so that the rotational speed of the engine 11 becomes a rotational speed suitable for driving the starter 13. In the following description, an example in which at least one of the generator 21 and the compressor 31 is controlled by the auxiliary control unit 9 will be described.

  The synchronization control unit 6 provides a synchronous relationship between the control of the starter 13 provided by the start control unit 4 and the control of the auxiliary equipment provided by the auxiliary machine control unit 5. For example, before the starter 13 is driven, the generator 21 is driven to reduce the rotation of the engine 11 to a predetermined low rotation range. Moreover, after the generator 21 stops, the starter 13 is driven.

  The vehicle is provided with an occupant restraint device (PSRS) 15 for restraining the vehicle occupant in the seat. The occupant restraint device 15 restrains the occupant immediately before the collision of the vehicle or after the collision is detected. The occupant restraint device 15 can include, for example, a seat belt device capable of automatic winding. When the seat belt device is wound, the slack of the seat belt is reduced. As a result, the occupant is restrained by the seat. Furthermore, the occupant restraint device 15 changes its operating state in response to a command signal from the control device 3 so that the occupant can recognize it. For example, the occupant restraint device 15 winds up the seat belt so as to correct the posture of the occupant in response to a command signal from the control device 3.

  Further, the vehicle is provided with a notification device (WRND) 16 for visually, audibly, or tactilely presenting information toward the inside and / or outside of the vehicle. The notification device 16 is a display device that displays information inside and / or outside the vehicle, for example. The notification device 16 may include, for example, an indicator lamp provided on a meter display board provided in front of the driver's seat. The notification device 16 can include, for example, a brake lamp that notifies the subsequent vehicle of deceleration of the vehicle. The notification device 16 changes its operating state, that is, the display state in response to a command signal from the control device 3. For example, the notification device 16 turns on an indicator lamp and / or a brake lamp in response to a command signal from the control device 3.

  The occupant restraint device 15 and the notification device 16 provide a device for notifying the occupant of the behavior of the vehicle resulting from the control of auxiliary equipment described later. In addition, the occupant restraint device 15 provides a device for preventing the occupant from taking an undesired posture due to the behavior of the vehicle due to the control of the auxiliary equipment.

  In FIG. 2, an example of a hardware configuration of the control device 3 is illustrated. The control device 3 includes a main microcomputer (MAIN) (hereinafter referred to as a main microcomputer) 3 a as a main control device for controlling the engine 11. For example, the main microcomputer 3a inputs a plurality of signals including the rotational speed NE of the engine 11. The input signal can include various information such as an accelerator operation amount indicating an increase / decrease command of the output of the engine 11 and an engine torque ETQ indicating an output torque of the engine 11. The main microcomputer 3a calculates a fuel injection signal for adjusting the amount of fuel supplied to the engine 11. The main microcomputer 3a outputs a fuel injection signal to the drive circuit (EGDC) 3b. The drive circuit 3b drives the engine device 12 based on the command signal given from the main microcomputer 3a.

  The control device 3 includes an auxiliary machine control IC (AXDC) 3c for controlling auxiliary equipment. The auxiliary machine control IC 3 c provides an engine-driven auxiliary machine control device for controlling auxiliary equipment driven by the engine 11. The auxiliary machine control IC 3c is an integrated circuit. The auxiliary machine control IC 3c is a packaged integrated circuit. An engine drive accessory control device is provided by an integrated circuit packaged together. The auxiliary machine control IC is configured as a custom IC having a plurality of input terminals and a plurality of output terminals. The auxiliary machine control IC 3c is configured as a microcomputer circuit. The auxiliary machine control IC 3c can include an arithmetic device (CPU) 3d and a memory device (MMRD) 3e.

  The auxiliary machine control IC 3c includes input terminals IN1-IN7. The following input signals are input to these terminals.

  (1) Input terminal IN1: A signal indicating the state ISS of idle stop control.

  (2) Input terminal IN2: A signal indicating the rotational speed NE of the engine 11 and the rotational angle CLA of the engine.

  (3) Input terminal IN3: A signal indicating the engine torque ETQ.

  (4) Input terminal IN4: A signal indicating the drive torque CTQ of the compressor 31.

  (5) Input terminal IN5: A signal indicating the temperature TH corresponding to the cold storage state of the cold storage 32.

  (6) Input terminal IN6: A signal indicating the drive torque GTQ of the generator 21.

  (7) Input terminal IN7: A signal indicating the voltage VB corresponding to the state of charge of the battery 22.

  The auxiliary machine control IC 3c includes communication terminals COM1 and COM2 for data communication. These terminals are mainly used for the following applications.

  (8) Communication terminal COM1: Receives data from the main microcomputer 3a.

  (9) Communication terminal COM2: Sends data to the main microcomputer 3a and the like.

  The auxiliary machine control IC 3c includes output terminals OUT1, OUT2, and OUT3 for driving a load. These output terminals include at least one output terminal for outputting a signal for switching the operating state of the auxiliary device to at least the driving state and the stopping state. These terminals are mainly used for outputting the following signals.

  (10) Output terminal OUT1: A signal for switching the operation state of the starter 13 between the drive state and the stop state.

  (11) Output terminal OUT2: a signal for switching the generator 21, which is an auxiliary device, between a driving state and a stopped state, and a signal corresponding to an adjustment voltage corresponding to the amount of power generated by the generator 21.

  (12) Output terminal OUT3: a signal for switching the compressor 31 as an auxiliary device between a driving state and a stopped state, and a signal corresponding to the capacity of the compressor 31.

  The auxiliary machine control IC 3 c is configured to execute control of the starter 13 and auxiliary equipment, that is, the generator 21 and the compressor 31. This configuration makes it possible to execute control of auxiliary equipment related to driving of the starter 13 with one integrated circuit. This configuration makes it possible to apply a common integrated circuit to a plurality of types of systems having an idle stop function. As a result, it is possible to improve the speed of restart at a low cost. Further, it is possible to reduce the burden on the arithmetic processing of the main microcomputer 3a.

  FIG. 3 shows an example of functional blocks provided by the auxiliary machine control IC 3c. The auxiliary machine control IC 3 c includes an idle stop determination unit (ISDM) 41. The idle stop determination unit 41 determines whether or not the idle stop control is being executed, in other words, whether or not the idle stop control has ended. The execution period of the idle stop control is from the stop of the engine 11 to the completion of the restart of the engine 11. At the end of the idle stop control, a request signal RQ requesting restart of the engine 11 is given. The rotation speed processing unit (NEPM) 42 processes a signal indicating the rotation speed NE.

  The starter drive determination unit (STDM) 43 includes a rotation speed control unit (SYCM) 43a. The rotation speed control unit 43a drives the starter 13 after adjusting the rotation speed NE with at least one of the auxiliary device, that is, the generator 21 and the compressor 31. The rotation speed control unit 43a determines whether or not a predetermined condition is satisfied, and determines whether or not to drive the starter. Specifically, it is determined whether to start the starter 13 based on the request signal RQ and the rotational speed NE. The rotation speed control unit 43a drives the starter 13 when the request signal RQ is present and the rotation speed NE is in a low rotation state suitable for driving the starter 13.

  The rotation speed control unit 43a outputs a drive signal for the auxiliary device in order to adjust the rotation speed NE during the period in which the rotation speed NE decreases, that is, to quickly decrease the rotation speed NE. This drive signal is a signal for placing the auxiliary device in the drive state.

  When there is a request signal RQ, the rotation speed control unit 43a determines whether or not the rotation speed NE is in a low rotation state suitable for driving the starter 13. There may be a case where the rotational speed NE is not sufficiently lowered, for example, immediately after the stop operation of the engine 11 is executed. In such a case, the starter 13 cannot be driven. Further, immediately before the engine 11 is completely stopped, the rotation shaft of the engine 11 may slightly swing in the forward direction and the reverse direction. In particular, it is not desirable to drive the starter 13 when the rotation shaft of the engine 11 is rotating in the opposite direction. This is because such driving may impair the durability of the starter 13 and the gear.

  The rotation speed control unit 43 a drives the starter 13 when the rotation speed NE is in a low rotation state suitable for driving the starter 13. For example, the starter drive determination unit 43 drives the starter 13 when the rotation speed NE is a positive rotation speed equal to or less than a predetermined value.

  On the other hand, when the rotational speed NE is not suitable for driving the starter 13, the rotational speed control unit 43a postpones driving of the starter 13 for a predetermined period. For example, when the rotational speed NE exceeds a positive threshold value or when the rotational speed NE is a negative value, the rotational speed control unit 43a postpones driving of the starter 13 for a predetermined period. The rotational speed control unit 43a drives at least one of the auxiliary equipment, that is, the generator 21 and the compressor 31, during a predetermined period, and quickly reduces the rotational speed NE to a low rotational state. The rotation speed control unit 43a drives the starter 13 after a predetermined period. Specifically, the rotation speed control unit 43a can be configured to stop the auxiliary device and drive the starter 13 when the rotation speed NE is in a low rotation state. Further, the rotational speed control unit 43a is configured to stop the auxiliary device and drive the starter 13 when the rotational speed NE is in a low rotational state and the rotational speed of the ring gear and the rotational speed of the pinion gear are substantially equal. be able to.

  Furthermore, the starter drive determination unit 43 includes a stop angle control unit (CACM) 43b. The stop angle control unit 43b drives at least one auxiliary device so that the engine 11 stops at a predetermined target angle CLT before the engine 11 stops. The stop angle control unit 43b controls at least one of the generator 21 and the compressor 31 so as to adjust the stop position of the engine 11 to the target angle. The stop angle control unit 43b controls the auxiliary equipment in order to adjust the stop angle of the engine 11 to a crank angle suitable for restart. The stop angle is a stop angle of the rotation shaft when the engine 11 is completely stopped, that is, the crankshaft. When the engine 11 is cranked by the starter 13 and fuel supply and ignition are performed in synchronization with the cranking, there is a desirable stop angle suitable for obtaining the first explosive combustion early. Further, when an unburned air-fuel mixture remains in the combustion chamber, it may be possible to restart only by performing ignition. Again, there is a desirable stop angle at which restart is likely to be realized. The stop angle control unit 43b adjusts the drive torque GTQ of the generator 21 or the drive torque CTQ of the compressor 31 in the process of decreasing the rotational speed NE, thereby performing feedback control so that the engine 11 stops at the target angle. Run.

  The auxiliary machine control IC 3 c includes a rotation angle calculation unit (CLPM) 56. The rotation angle calculation unit 56 calculates the current rotation angle of the engine 11 based on a signal indicating the rotation speed NE. The current rotation angle is input to the starter drive determination unit 43. The auxiliary machine control IC 3 c includes a target angle setting unit (CTGM) 57. The target angle setting unit 57 sets a stop angle suitable for restarting the engine 11 as a target angle based on a command from the main microcomputer 3a. The target angle can be a fixed value or a variable value that changes according to the operating state of the engine 11. The target angle is input to the starter drive determination unit 43. Furthermore, the engine torque ETQ and the drive torque GTQ of the generator 21 are input to the starter drive determination unit 43.

  The stop angle control unit 43b adjusts the drive torque GTQ and / or CTQ so that the current rotation angle matches the target angle. That is, the stop angle control unit 43b controls the generator 21 and / or the compressor 31 so that the current rotation angle matches the target angle. In this process, the engine torque ETQ can be taken into account.

  The starter drive determination unit 43 includes an auxiliary machine selection unit (AXSM) 43c. The auxiliary machine selection unit 43c selects one or more auxiliary devices driven by the rotation speed control unit 43a and / or the stop angle control unit 43b from the plurality of auxiliary devices. The auxiliary machine selection unit 43c may select only one of the generator 21 and the compressor 31 in some cases. In addition, the auxiliary machine selection unit 43c may select both the generator 21 and the compressor 31.

  The auxiliary machine selection unit 43c sets the number of auxiliary devices to be driven so that the drive torque necessary for appropriately executing the rotation speed control and the rotation angle control is given to the engine 11. The auxiliary machine selection unit 43c inputs the states of the plurality of systems 20 and 30, and selects one or more auxiliary devices to be driven from the plurality of auxiliary devices based on these states. For example, the auxiliary machine selection unit 43c selects one of three modes: a mode in which only the generator 21 is driven, a mode in which only the compressor 31 is driven, or a mode in which both the generator 21 and the compressor 31 are driven. . Furthermore, when both the generator 21 and the compressor 31 are driven, the auxiliary machine selection unit 43c sets the ratio of the drive torques. In other words, the auxiliary machine selection unit 43c sets the drive torque ratio of the plurality of auxiliary devices in the range of 0% to 100% in order to execute the rotation speed control or the stop angle control.

  When selecting only one of the generator 21 and the compressor 31, the auxiliary machine selection unit 43 c stops the other drive. For example, when the auxiliary machine selection unit 43 c outputs an ON signal to the selection unit 50 to drive only the generator 21, it outputs a signal for stopping the driving of the compressor 31, that is, an OFF signal to the selection unit 58. To do.

  For example, the auxiliary machine selection unit 43c is configured to select an auxiliary device to be driven based on the amount of energy accumulated in the energy accumulators in the plurality of systems 20 and 30. The auxiliary machine selection unit 43c may be configured to select an auxiliary device of the system having a larger amount of energy that can be additionally stored. For example, when the storage rate of the battery 22 is 30% and the cold storage rate of the regenerator 32 is 80%, the generator 21 is selected. By such a selection process, it is possible to suppress a shortage of the amount of energy accumulated by the energy generated for the rotational speed control and the rotational angle control.

  The fuel consumption estimation unit (FCEM) 44 calculates control data necessary for controlling the power supply system 20 and / or the heat system 30 based on the fuel consumption data and the operating state of the engine 11. The control data can include the current fuel consumption, that is, the fuel consumption rate in the current operating state. The fuel consumption estimation unit 44 estimates the fuel consumption by calculating the fuel consumption based on the engine torque ETQ and a preset calculation formula.

  The heat cost calculation unit (TFCM) 45 calculates the amount of fuel consumed by the heat system 30, that is, the heat cost TC. The heat cost TC is calculated based on the current fuel consumption and the drive torque CTQ of the compressor 31. Here, the heat cost TC when the cold heat is generated by the compressor 31 and the refrigeration cycle is calculated. Furthermore, here, the heat cost TC when the operation mode of the compressor 31, for example, the compression capacity is changed, is calculated. For example, the heat cost TC (n) in each operation mode when the compressor 31 is operated in a plurality of operation modes is calculated. n indicates each operation mode. For example, the heat cost TC (n) when the compression capacity of the compressor 31 is changed is calculated.

  The heat cost TC calculated in the heat cost calculation unit 45 can be the difference between the fuel consumption rate when the compressor 31 does not generate cold and the fuel consumption rate when the compressor 31 generates cold. . In this case, the heat cost TC indicates the fuel consumption rate that increases by adding the generation of cold heat.

  The cold storage amount estimation unit (CSTM) 46 calculates the current actual cold storage amount of the cold storage device 32 based on the cold storage state of the cold storage device 32, for example, the temperature TH. The target setting unit (TTGM) 47 calculates a target cold storage amount based on the usage state of the air conditioner 33 and the like. For example, the target setting unit 47 can set the target cold storage amount according to a command from the main microcomputer 3a input from the communication terminal COM1. The amount of cold storage can be represented by the amount of cold stored in the regenerator 32 or a ratio in which the state where the regenerator 32 is fully stored is 100%.

  The determination heat cost calculation unit (TTHM) 48 sets the determination heat cost THT based on the actual cold storage amount and the target cold storage amount. The determination heat cost THT is a threshold value for determining whether the compressor 31 is stopped or operating. The determination heat cost THT is set so as to suppress the deterioration of the fuel consumption rate accompanying the generation of cold. The determination heat cost THT is set so that the operation of the compressor 31 is easily allowed when the difference between the actual cold storage amount and the target cold storage amount is large. Thereby, the shortage of the amount of cold storage is suppressed. The determination heat cost THT is set so as to suppress the operation of the compressor 31 when the difference between the actual cold storage amount and the target cold storage amount is small. Thereby, the increase in fuel consumption rate is suppressed.

  A cold storage rate CCR can be obtained based on the actual cold storage amount and the target cold storage amount. The cold storage rate CCR can be expressed by CCR = actual cold storage amount / target cold storage amount. The determination heat cost THT can be set based on the cold storage rate CCR. The determination heat cost THT is set lower as the cold storage rate CCR becomes higher. In other words, the determination heat cost THT is set lower as the amount of cold stored in the regenerator 32 increases. In other words, the more the amount of cold stored in the regenerator 32 increases, the more difficult the compressor 31 is driven. As a result, the deterioration of the heat cost, that is, the increase is suppressed.

  The compressor drive determination unit (CMDM) 49 determines whether or not the compressor 31 generates cold based on the heat cost TC and the determination heat cost THT. Therefore, the compressor drive determination unit 49 provides a determination unit that determines whether or not to operate the compressor 31. Further, the compressor drive determination unit 49 selects the operation mode of the compressor 31. The compressor drive determination unit 49 selects an operation mode of the compressor 31 so as to suppress an increase in the heat cost TC. The compressor drive determination unit 49 controls the compressor 31. For example, the compressor drive determination unit 49 adjusts the compression capacity of the compressor 31. As a result, the drive torque CTQ for driving the compressor 31 changes. Generally, the driving torque CTQ for generating cold heat increases as the compression capacity increases.

  The compressor drive determination unit 49 outputs a signal indicating the operating state of the compressor 31 to the communication terminal COM2. Thereby, the main microcomputer 3a can obtain a signal indicating an accurate operation state of the compressor 31. The main microcomputer 3a controls the engine 11 so as to maintain the operation state of the engine 11 in an appropriate range according to the driving or stopping of the compressor 31. For example, the compressor drive determination unit 49 is configured to output a signal for notifying that the compressor 31 will soon be in the drive state to the communication terminal COM2 before the compressor 31 is actually in the drive state. be able to. In this configuration, the main microcomputer 3a can know that the compressor 31 will soon be in the driving state before the compressor 31 is actually in the driving state based on the signal of the communication terminal COM2. The main microcomputer 3a can preliminarily control the engine 11 before the drive torque CTQ for driving the compressor 31 actually increases.

  The electricity cost calculation unit (EFCM) 51 calculates the amount of fuel consumed by the power supply system 20, that is, the electricity cost EC. The electricity cost EC is calculated based on the current fuel consumption and the drive torque GTQ of the generator 21. Here, the electricity cost EC when power is generated by the generator 21 is calculated. Further, here, the electricity cost EC when the operation mode of the generator 21 is changed is calculated. For example, the power consumption EC (n) in each operation mode when the generator 21 is operated in a plurality of operation modes is calculated. n indicates each operation mode. For example, the power consumption EC (n) when the voltage output from the generator 21, that is, the adjustment voltage is changed, is calculated.

  The electricity cost EC calculated by the electricity cost calculation unit 51 can be the difference between the fuel consumption rate when power is not generated by the generator 21 and the fuel consumption rate when power is generated by the generator 21. In this case, the electricity consumption EC indicates a fuel consumption rate that increases by adding power generation.

  The storage amount estimation unit (EPSM) 52 calculates the current actual storage amount of the battery 22 based on the state of charge of the battery 22, for example, the voltage VB. The target setting unit (ETGM) 53 calculates a target power storage amount based on the usage state of the electrical load 23 and the like. For example, the target setting unit 53 can set the target power storage amount according to a command from the main microcomputer 3a input from the communication terminal COM1. The amount of stored electricity can be represented by the amount of electric power stored in the battery 22 or a ratio in which the state where the battery 22 is fully charged is 100%.

  The determination power consumption calculation unit (ETHM) 54 sets the determination power consumption EPT based on the actual power storage amount and the target power storage amount. The determination power consumption EPT is a threshold value for determining whether the generator 21 is stopped or activated. The determination power consumption EPT is set so as to suppress deterioration of the fuel consumption rate associated with power generation. The determination power consumption EPT is set so that the operation of the generator 21 is easily permitted when the difference between the actual power storage amount and the target power storage amount is large. Thereby, the shortage of the amount of power storage is suppressed. The determination power consumption EPT is set so as to suppress the operation of the generator 21 when the difference between the actual power storage amount and the target power storage amount is small. Thereby, the increase in fuel consumption rate is suppressed.

  Based on the actual storage amount and the target storage amount, the storage rate ECR can be obtained. The power storage rate ECR can be expressed by ECR = actual power storage amount / target power storage amount. The determination power consumption EPT can be set based on the power storage rate ECR. The determination power consumption EPT is set lower as the power storage rate ECR becomes higher. That is, the determination power consumption EPT is set lower as the amount of power stored in the battery 22 increases. In other words, the generator 21 is less likely to be driven as the amount of power stored in the battery 22 increases. As a result, deterioration of power consumption, that is, increase is suppressed.

  The generator drive determination unit (GRDM) 55 determines whether or not the generator 21 generates power based on the electricity cost EC and the determination electricity cost EPT. Therefore, the generator drive determination unit 55 provides a determination unit that determines whether or not to operate the generator 21. Furthermore, the generator drive determination unit 55 selects an operation mode of the generator 21. The generator drive determination unit 55 selects an operation mode of the generator 21 so as to suppress an increase in the electricity cost EC. The generator drive determination unit 55 controls the generator 21. For example, the generator drive determination unit 55 adjusts the adjustment voltage of the generator 21. As a result, the drive torque GTQ for driving the generator 21 changes. In general, the higher the adjustment voltage, the greater the driving torque GTQ for power generation.

  The generator drive determination unit 55 outputs a signal indicating the operating state of the generator 21 to the communication terminal COM2. Thereby, the main microcomputer 3a can obtain a signal indicating an accurate operating state of the generator 21. The main microcomputer 3a controls the engine 11 so as to maintain the operation state of the engine 11 in an appropriate range according to the drive or stop of the generator 21. For example, the generator drive determination unit 55 is configured to output, to the communication terminal COM2, a signal for notifying that the generator 21 will soon be in the drive state before the generator 21 is actually in the drive state. be able to. In this configuration, the main microcomputer 3a can know that the generator 21 will soon be in the driving state before the generator 21 is actually in the driving state based on the signal of the communication terminal COM2. The main microcomputer 3a can preliminarily control the engine 11 before the drive torque GTQ for driving the generator 21 actually increases.

  The above-mentioned elements 44-49 provide the heat cost control unit 8a. The above-mentioned elements 44 and 51-55 provide the electricity consumption control unit 7a.

  The selection switch unit (SWGG) 50 provides a selection unit for the generator 21. The selection switch unit 50 generates a first drive signal for the generator 21 output from the starter drive determination unit 43 and a second drive for the generator 21 output from the generator drive determination unit 55 according to the idle stop state ISS. One of the signals is selected and output to the output terminal OUT2. The selection switch unit 50 selects a signal from the starter drive determination unit 43 when the idle stop state ISS is in the ON state, that is, when the idle stop control is being executed. The selection switch unit 50 selects a signal from the generator drive determination unit 55 when the idle stop state ISS is in the OFF state. Therefore, during execution of the idle stop control in which the engine 11 is temporarily stopped and then restarted automatically, the signal from the starter drive determination unit 43 is output to the output terminal OUT2.

  The selection switch unit 50 provides a selection unit that selectively outputs the signal from the starter drive determination unit 43 and the signal from the generator drive determination unit 55 to the output terminal OUT2. According to this configuration, a signal for efficient control and a signal for restarting the engine 11 can be provided from one output terminal OUT2. Since the signal for operating the generator 21 is output from the starter drive determination unit 43 only during the execution of the idle stop control, the selection unit automatically stops the engine 11 and then restarts it automatically. During the execution of the control, the signal from the starter drive determination unit 43 can be output to the output terminal OUT2. According to this configuration, during the idle stop control, the control of the generator 21 by the starter drive determination unit 43, that is, the preliminary drive unit is validated. While the idle stop control is not being executed, the control of the generator 21 by the starter drive determination unit 43, that is, the preliminary drive unit is invalidated.

  The selection switch unit (SWGC) 58 provides a selection unit for the compressor 31. The selection switch unit 58 outputs the first drive signal of the compressor 31 output from the starter drive determination unit 43 and the second drive of the compressor 31 output from the compressor drive determination unit 49 according to the idle stop state ISS. One of the signals is selected and output to the output terminal OUT3. The selection switch unit 58 selects a signal from the starter drive determination unit 43 when the idle stop state ISS is in the ON state, that is, when the idle stop control is being executed. The selection switch unit 58 selects a signal from the compressor drive determination unit 49 when the idle stop state ISS is in the OFF state. Therefore, during execution of the idle stop control in which the engine 11 is temporarily stopped and then restarted automatically, a signal from the starter drive determination unit 43 is output to the output terminal OUT3.

  The selection switch unit 58 provides a selection unit that selectively outputs a signal from the starter drive determination unit 43 and a signal from the compressor drive determination unit 49 to the output terminal OUT3. According to this configuration, a signal for efficient control and a signal for restarting the engine 11 can be provided from one output terminal OUT3. Since the signal for operating the compressor 31 from the starter drive determination unit 43 is output only during the execution of the idle stop control, the selection unit automatically stops the engine 11 and then restarts it automatically. During the execution of the control, the signal from the starter drive determination unit 43 can be output to the output terminal OUT3. According to this configuration, during the idle stop control, the control of the compressor 31 by the starter drive determination unit 43, that is, the preliminary drive unit is validated. While the idle stop control is not being executed, the control of the compressor 31 by the starter drive determination unit 43, that is, the preliminary drive unit is invalidated.

  The auxiliary machine control IC 3 c includes an arbitration processing unit (ABPM) 59. The arbitration processing unit 59 limits the drive torques GTQ and CTQ when it is required to drive the generator 21 and the compressor 31 simultaneously. The arbitration processing unit 59 suppresses an excessive increase in the load on the engine 11 due to the generator 21 and the compressor 31 being driven simultaneously. As a result, the arbitration processing unit 59 suppresses excessive deterioration in fuel consumption due to the generator 21 and the compressor 31 being driven simultaneously. The arbitration processing unit 59 may allow selective driving of only one of the generator 21 and the compressor 31 in some cases. Further, the arbitration processing unit 59 may allow driving of both the generator 21 and the compressor 31. The arbitration processing unit 59 allows driving of both the generator 21 and the compressor 31, but may limit their drive torques GTQ and CTQ.

  The arbitration processing unit 59 sets the number of auxiliary devices to be driven within the allowable torque PTQ set so as not to excessively deteriorate the fuel consumption of the engine 11. For example, the arbitration processing unit 59 may be a mode that allows only the generator 21 to be driven, a mode that allows only the compressor 31 to be driven, or a mode that allows both the generator 21 and the compressor 31 to be driven. Choose one of them. In other words, the arbitration processing unit 59 sets the ratio of the drive torque of the plurality of auxiliary devices in the range of 0% to 100%. When the arbitration processing unit 59 allows both the generator 21 and the compressor 31 to be driven, the arbitration processing unit 59 controls the generator 21 and the compressor 31 such that the sum of their drive torques falls below a predetermined upper limit value. .

  The arbitration processing unit 59 controls the ratio of the driving torque of the generator 21 and the driving torque of the compressor 31 within the allowable torque PTQ set so as not to excessively deteriorate the fuel consumption of the engine 11. Specifically, the arbitration processing unit 59 distributes the allowable torque PTQ to the generator 21 and the compressor 31. As a result, the generator 21 is driven within the range of the distributed torque PTQe. The compressor 31 is also driven within the range of the distributed torque PTQc.

  The allowable torque PTQ is distributed at a predetermined ratio. The predetermined ratio can be a fixed ratio set in advance based on the characteristics of the vehicle or the characteristics of the engine 11. Further, the predetermined ratio can be a variable ratio. For example, the predetermined ratio can be set relatively based on the state of the power supply system 20 and the state of the thermal system 30.

  The predetermined ratio can be set based on the amount of energy stored in the energy storage in the plurality of systems 20 and 30. The predetermined ratio can be set so that more auxiliary devices of the system having the larger amount of energy that can be additionally stored between the power supply system 20 and the heat system 30 are driven. For example, when the storage rate of the battery 22 is 30% and the cool storage rate of the regenerator 32 is 80%, the predetermined ratio is set so that the generator 21 is driven more. The allowable torque PTQ can be distributed based on the ratio of the accumulated energy amount. The power storage rate can also be referred to as a deviation rate between the target value and the current value in the battery 22. The cold storage rate can also be referred to as a deviation rate between the target value and the current value in the regenerator 32. Therefore, the above process is a process of distributing the allowable torque PTQ with a predetermined weight. Here, a plurality of deviation rates in a plurality of energy accumulators are used as weights. By such a distribution process, the shortage of the accumulated energy amount can be suppressed.

  The predetermined ratio can be set so that a large number of auxiliary devices of the system having the higher energy generation efficiency among the power supply system 20 and the heat system 30 are driven. For example, the predetermined ratio can be set based on the energy generation efficiency of the power supply system 20 and the energy generation efficiency of the heat system 30. More specifically, the allowable torque PTQ can be distributed so as to be proportional to or inversely proportional to the ratio of the energy generation efficiency.

  The energy generation efficiency can be calculated based on the driving torque for driving the auxiliary device and the amount of energy generated by the auxiliary device. For example, the energy generation efficiency of the generator 21 can be obtained from the drive torque GTQ of the generator 21 and the amount of generated power. Further, the energy generation efficiency of the compressor 31 can be obtained from the drive torque CTQ of the compressor 31 and the generated heat energy amount. These energy generation efficiencies are preferably calculated and updated in the auxiliary machine control IC 3c. Thereby, the change of the energy generation efficiency resulting from the performance deterioration of an auxiliary | assistant apparatus can be tracked.

  The arbitration processing unit 59 determines whether to allow driving of a plurality of auxiliary devices or to drive only one of the auxiliary devices, depending on the efficiency of the engine 11 and one auxiliary device. It may be determined based on the state of the other energy storage and the state of the other energy storage associated with the other auxiliary device. For example, one auxiliary device is provided by the generator 21 and the other auxiliary device is provided by the compressor 31. One energy storage is provided by a battery 22 and the other energy storage is provided by a regenerator.

  As described above, the auxiliary machine control IC 3c inputs the input terminal IN1 for inputting the idle stop state ISS including the signal for requesting the start of the engine 11 and the signal indicating the rotational speed NE of the engine 11. Input terminal IN2. The auxiliary machine control IC 3c outputs a starter output terminal OUT1 for outputting a signal for driving the starter 13 for starting the engine 11 and a signal for driving an auxiliary device driven by the engine 11. Auxiliary device output terminals OUT2 and OUT3. The elements 43 and 50 of the auxiliary machine control IC 3c provide a preliminary drive unit that drives the auxiliary equipment when the engine 11 is required to start and the rotational speed NE is not suitable for driving the starter 13. Further, the element 43 of the auxiliary machine control IC 3c provides a starter driving unit that drives the starter 13 after the auxiliary device is driven.

  The preliminary driving unit drives the auxiliary device when the engine 11 is requested to start but the rotational speed NE is not suitable for driving the starter 13. That is, the auxiliary device is driven by the engine 11. As a result, the load on the engine 11 increases and the rotational speed NE converges toward zero (0). The rotational speed NE approaches a state suitable for driving the starter 13 by driving the auxiliary equipment. The starter driving unit drives the starter 13 after the auxiliary device is driven. Therefore, the starter 13 is driven after the rotational speed NE approaches a state suitable for driving the starter 13. As a result, problems caused by driving the starter 13 are suppressed. Further, since the drive control of the starter 13 and the drive control of the auxiliary equipment are collected in the engine drive accessory control device, the versatility of the engine drive accessory control device can be enhanced.

  Further, the auxiliary machine control IC 3 c includes elements 44 to 55 that provide an auxiliary device driving unit that restricts driving of the auxiliary devices 21 and 31 so as to suppress fuel consumption of the engine 11. According to this configuration, even when the auxiliary device is required to be driven, the drive may be limited. As a result, fuel consumption is suppressed. Therefore, a function for improving the driving efficiency of the auxiliary equipment is provided in the engine drive auxiliary machine control device, that is, the auxiliary machine control IC 3c.

  Specifically, the elements 44 to 55 as the auxiliary device driving unit are configured to allow driving of the auxiliary device when the efficiency of the engine 11 is high. The elements 44 to 45 prohibit driving of the auxiliary device when the efficiency of the engine 11 falls below a predetermined threshold due to driving of the auxiliary device. Thereby, the fall of the efficiency of the engine 11 resulting from the drive of auxiliary equipment is suppressed.

  Further, the auxiliary machine control IC 3c includes an input terminal IN3 for inputting an engine torque ETQ output from the engine 11, and input terminals IN4 and IN6 for inputting driving torques CTQ and GTQ of auxiliary equipment. The auxiliary machine control IC 3c includes input terminals IN5 and IN7 for inputting signals TH and VB indicating the stored energy amounts stored in the energy storage devices 22 and 32 that store the energy generated by the auxiliary equipment. The auxiliary device driving unit determines when the engine efficiency is good based on the engine torque, the driving torque, and the amount of stored energy.

  FIG. 4 shows a thermal control process 160 performed at elements 44-49. In the heat control process 160, the fuel consumption data is received, and the compressor 31 is controlled so as to suppress the heat cost based on the fuel consumption data. The thermal control process 160 is configured to allow the compressor 31 to be driven when the operation efficiency of the engine 11 is relatively high and the increase in fuel consumption is relatively small even when the compressor 31 is driven. Has been.

  In step 161, the auxiliary machine control IC 3c receives data including fuel consumption data. The received fuel efficiency map is stored in a memory device 3e provided in the auxiliary machine control IC 3c. In step 162, the auxiliary machine control IC 3c inputs data necessary for cold storage control. For example, the temperature TH indicating the cold storage state of the regenerator 32 and the capacity value are input. Further, in step 162, data indicating the operating state of the engine 11 is input in order to execute processing based on the fuel consumption data. For example, data such as the rotational speed NE of the engine 11 and the engine torque ETQ output from the engine 11 are input.

  In step 163, the auxiliary machine control IC 3c calculates the actual cold storage amount of the cold storage 32. In step 164, the auxiliary machine control IC 3c calculates the target cold storage amount of the cold storage 32. In step 165, the auxiliary equipment control IC 3c calculates a determination heat cost THT. Here, the cold storage rate CCR is calculated based on the actual cold storage amount and the target cold storage amount. Furthermore, determination heat cost THT is calculated based on cold storage rate CCR and a preset map or function FT.

  In step 166, the accessory control IC 3c calculates the fuel efficiency AFC. Here, the current fuel consumption AFC is calculated based on the fuel consumption data.

  Further, in step 166, the auxiliary machine control IC 3c calculates the heat cost TC. Here, a plurality of heat costs TC (n) corresponding to a plurality of operation modes of the compressor 31 are calculated. The heat cost TC can be expressed as a difference between the current fuel consumption and the fuel consumption when the compressor 31 is operated.

  In step 167, the auxiliary machine control IC 3c executes drive determination for the compressor 31. Here, the auxiliary machine control IC 3c compares the heat cost TC (n) calculated in step 166 with the determination heat cost THT. The auxiliary machine control IC 3c determines, based on the comparison process, whether or not there is an operation mode that can suppress the deterioration of the fuel consumption, that is, the increase in the fuel consumption rate.

  When the positive value of the heat cost TC indicates an increase in the fuel consumption rate, the auxiliary equipment control IC 3c specifies a heat cost TC (n) that is lower than the determined heat cost THT. The auxiliary machine control IC 3c specifies the operation mode of the compressor 31 that can provide the heat cost TC (n) lower than the determination heat cost THT, and drives the compressor 31 in the specified operation mode. When all the heat costs TC (n) exceed the determination heat cost THT, the compressor 31 is not driven.

  In step 167, the relationship between the drive torque CTQ and the heat cost TC when the compressor 31 is operated is indicated by a solid line. In the illustrated example, by controlling the compressor 31 so that the drive torque CTQ is less than the allowable torque PTQ1, the heat cost TC is suppressed to be lower than the determination heat cost THT. For example, if the compressor 31 is driven in an operation mode that provides the heat cost TC (i), it is possible to fall below the determined heat cost THT. As a result, an excessive increase in the fuel consumption rate for driving the compressor 31, that is, the heat cost is suppressed.

  FIG. 5 shows a power control process 170 performed at elements 44, 51-55. In the power supply control processing 170, information including fuel consumption data is received, and the generator 21 is controlled so as to suppress the power consumption based on the fuel consumption data. The power control process 170 is configured to allow the generator 21 to be driven when the operation efficiency of the engine 11 is relatively high and the increase in fuel consumption is relatively small even when the generator 21 is driven. Has been.

  In step 171, the auxiliary equipment control IC 3c receives data including fuel consumption data. The received fuel consumption map is stored in the memory device 3e. In step 172, the auxiliary machine control IC 3c inputs data necessary for power supply control. For example, a voltage value indicating a charging state of the battery 22 and a current value are input. Further, in step 172, data indicating the operating state of the engine 11 is input in order to execute processing based on the fuel consumption data. For example, data such as the rotational speed NE of the engine 11 and the engine torque ETQ output from the engine 11 are input.

  In step 173, the auxiliary machine control IC 3c calculates the actual charged amount of the battery 22. In step 174, the auxiliary equipment control IC 3c calculates the target charged amount of the battery 22. In step 175, the auxiliary equipment control IC 3c calculates a determination power consumption EPT. Here, the power storage rate ECR is calculated based on the actual power storage amount and the target power storage amount. Further, the determination power consumption EPT is calculated based on the storage rate ECR and a preset map or function FE.

  In step 176, the accessory control IC 3c calculates the fuel efficiency AFC. Here, the current fuel consumption AFC is calculated based on the 7 fuel consumption data. The current fuel efficiency AFC can be obtained by searching a fuel efficiency map based on the rotational speed NE and the engine torque ETQ.

  As shown in the figure, the fuel efficiency map can be represented by contour lines indicating the fuel efficiency FC. In the illustrated example, the fuel consumption contour line FC1 indicates that the fuel consumption is larger than the fuel consumption contour line FC2 (FC1> FC2), that is, the fuel consumption is poor.

  Further, in step 176, the auxiliary equipment control IC 3c calculates the electricity cost EC. Here, a plurality of electricity costs EC (n) corresponding to a plurality of operation modes of the generator 21 are calculated. The electricity cost EC can be expressed as a difference between the current fuel consumption and the fuel consumption when the generator 21 is operated.

  In step 167, the auxiliary machine control IC 3c executes a drive determination for the generator 21. Here, the auxiliary machine control IC 3c compares the power consumption EC (n) calculated in step 176 with the determination power consumption EPT. The auxiliary machine control IC 3c determines, based on the comparison process, whether or not there is an operation mode that can suppress the deterioration of the fuel consumption, that is, the increase in the fuel consumption rate.

  When the positive value of the power consumption EC indicates an increase in the fuel consumption rate, the auxiliary equipment control IC 3c specifies a power consumption EC (n) that is lower than the determination power consumption EPT. The auxiliary machine control IC 3c specifies the operation mode of the generator 21 that can provide the power consumption EC (n) that is lower than the determination power consumption EPT, and drives the power generator 21 in the specified operation mode. When all the electricity costs EC (n) exceed the judgment electricity cost EPT, the generator 21 is not driven.

  In step 177, the relationship between the drive torque GTQ and the power consumption EC when the generator 21 is operated is indicated by a solid line. In the illustrated example, the power consumption EC is suppressed to be lower than the determination power consumption EPT by controlling the generator 21 so that the driving torque GTQ is lower than the allowable torque PTQ2. For example, if the generator 21 is driven in an operation mode that provides the power consumption EC (i), it is possible to fall below the determination power consumption EPT. As a result, an excessive increase in the fuel consumption rate for driving the generator 21, that is, the power consumption is suppressed.

  FIG. 6 shows the arbitration control process 178 performed by element 59. In step 178a, the auxiliary machine control IC 3c determines the number of auxiliary devices necessary for executing power supply control and thermal control. Here, the number of auxiliary devices required to be driven by the thermal control process 160 and the power supply control process 170 described above is determined. For example, when driving of the compressor 31 is required in the thermal control process 160 and driving of the generator 21 is required in the power control process 170, the number of auxiliary devices to be driven is two. Further, when driving of the auxiliary device is required only in one of the thermal control processing 160 and the power supply control processing 170, the number of the auxiliary devices to be driven is one. As described above, the number of auxiliary devices that are driven when the efficiency of the engine 11 is relatively high and the idle stop control is not being executed is determined by the thermal control process 160 and the power control process 170.

  Step 178a provides a determining unit that determines the number of auxiliary devices driven by the auxiliary device driving unit. According to this configuration, one or more auxiliary devices are driven when the efficiency of the engine is good.

  In step 178b, the auxiliary machine control IC 3c determines whether or not a plurality of auxiliary devices are driven. If only a single auxiliary device is driven, the process 178 ends. In this case, the corresponding auxiliary device is controlled in the operation mode calculated by the thermal control process 160 or the power supply control process 170 described above. When a plurality of auxiliary devices are driven, the process proceeds to step 178c.

  In step 178c, the auxiliary machine control IC 3c calculates an allowable torque PTQ that can be used to drive the generator 21 and the compressor 31. The allowable torque PTQ is set based on the allowable torque PTQ1 for the heat system 30 calculated in step 167 and the allowable torque PTQ2 for the power supply system 20 calculated in step 177. Here, the larger allowable torque is selected from the two allowable torques PTQ1 and PTQ2, and is set as the allowable torque PTQ.

  Here, the allowable torque PTQ is calculated as an upper limit driving torque that can be used by both the generator 21 and the compressor 31, that is, a total value. The allowable torque PTQ can also be referred to as a total allowable torque or a total allowable torque. As the allowable torque PTQ, the smaller of the two allowable torques PTQ1 and PTQ2 may be used. Further, the allowable torque PTQ may be calculated based on the two allowable torques PTQ1 and PTQ2 and a predetermined function. Further, the allowable torque PTQ may be given from the main microcomputer 3a.

  In step 178d, the auxiliary machine control IC 3c distributes the allowable torque PTQ to the power supply system 20 and the heat system 30. Here, the allowable torque PTQ is proportionally distributed based on the storage rate ECR and the cold storage rate CCR. The allowable torque PTQc for driving the compressor 31 is set based on PTQc = PTQ × (1−CCR / (ECR + CCR)). The allowable torque PTQe for driving the generator 21 is set based on PTQe = PTQ × (1−ECR / (ECR + CCR)).

  In step 178e, the auxiliary machine control IC 3c determines the operation mode of the compressor 31 based on the allowable torque PTQc for the compressor 31 and controls the compressor 31. In the illustrated case, the compressor 31 is controlled by an operation mode that provides the heat cost TC (j) to fall below the allowable torque PTQc.

  In step 178f, the auxiliary machine control IC 3c determines the operation mode of the generator 21 based on the allowable torque PTQe for the generator 21, and controls the generator 21. In the illustrated case, the generator 21 is controlled by an operation mode that provides the power consumption EC (j) in order to fall below the allowable torque PTQe.

  According to this configuration, the driving torque applied to the engine 11 when both the generator 21 and the compressor 31 are driven is limited to the allowable torque PTQ. For this reason, an excessive increase in the fuel consumption rate of the engine 11 is avoided. Steps 178c and 178d provide a torque setting unit that sets the ratio of the drive torque of the plurality of auxiliary devices when the driving of the plurality of auxiliary devices is determined. In addition, steps 178c and 178d set the ratio based on the energy storage states ECR and CCR in the plurality of energy storage devices 22 and 32 that store the energy generated by the plurality of auxiliary devices. For this reason, the ratio reflecting the accumulation state of energy can be set.

  FIG. 7 shows the restart control process 180 performed at elements 41-43. The restart control process 180 includes an immediate restart control for immediately restarting the engine 11 and a stop angle control for preliminarily adjusting the stop angle of the engine 11 to facilitate later restart. included. The immediate start control includes three restart controls. One is non-cranking restart control that recovers the spontaneous rotation of the engine 11 without driving the starter 13. One is synchronous restart control that drives the starter 13 after adjusting the rotational speed NE with at least one auxiliary device. The remaining one is normal restart control for driving the starter 13 without driving the auxiliary equipment.

  In step 181, the auxiliary machine control IC 3c determines whether or not restart of the engine 11 is requested based on the idle stop state ISS. In step 181a, the auxiliary machine control IC 3c determines whether or not the idle stop control is being executed. If the idle stop control is not executed, that is, if the engine 11 is operating, step 181a is repeated. When the idle stop control is being executed, the process proceeds to step 181b. In step 181b, the accessory control IC 3c determines whether or not there is a request signal RQ for requesting start of the engine 11. If there is a request signal RQ, the process proceeds to step 182. If there is no request signal RQ, the process proceeds to step 183.

  In step 182, the auxiliary machine control IC 3c executes immediate restart control. In step 182a, control for restart is selected according to the value of the rotational speed NE. In step 182a, the accessory control IC 3c determines to which of the first region RG1, the second region RG2, the third region RG3, and the fourth region RG4 the rotational speed NE belongs.

  The first region RG1 is a high rotation region that exceeds a predetermined first threshold value Nth1. When the rotational speed NE is in the first region RG1, the engine 11 can recover spontaneous rotation again only by restarting fuel injection or the like.

  The second region RG2 is a middle rotation region that is equal to or less than the first threshold value Nth1 and exceeds a predetermined second threshold value Nth2. The second threshold Nth2 is smaller than the first threshold Nth1. The second region RG2 can be expressed as Nth1 ≧ NE> Nth2. When the rotational speed NE is within the second region RG2, the engine 11 cannot recover spontaneous rotation only by restarting fuel injection or the like. Moreover, when the rotational speed NE is in the second region RG2, the rotational speed NE is not suitable for driving the starter 13. The rotational speed NE in the second region RG2 is too high for driving the starter 13.

  Even if the starter 13 is driven when the rotational speed NE is in the second region RG2, the engine 11 may not be cranked, or there may be a problem due to the high rotational speed. For example, when the rotational speed NE is in the second region RG2, the rotational speed of the ring gear of the engine 11 is higher than the rotational speed of the pinion gear that the starter 13 can provide. In this case, the engine 11 cannot be cranked even if the starter 13 is driven. Further, when the rotational speed NE is in the second region RG2, it is difficult to cause an appropriate meshing between the ring gear and the pinion gear. For this reason, there is a risk of causing problems such as excessive wear and noise between the ring gear and the pinion gear.

  The third region RG3 is a low rotation region that is equal to or less than the second threshold value Nth2 and equal to or greater than zero (0). The third region can be expressed as Nth2 ≧ NE ≧ 0. When the rotational speed NE is in the third region RG3, the rotational speed NE is in a state suitable for driving the starter 13. If the starter 13 is driven when the rotational speed NE is in the third region RG3, the engine 11 can be cranked by the rotation of the starter 13. Further, when the rotational speed NE is in the third region RG3, the ring gear and the pinion gear may be able to mesh with each other in a state where the rotational speed of the ring gear and the rotational speed of the pinion gear are perfectly synchronized.

  The fourth region RG4 is a reverse rotation region below zero (0). The fourth region can be expressed as 0> NE. When the rotational speed NE is in the fourth region RG4, the rotational speed NE is not suitable for driving the starter 13. If the starter 13 is driven when the rotational speed NE is in the fourth region RG4, the rotational direction of the engine 11 and the rotational direction of the starter 13 are opposite, which may cause problems such as gear damage.

  If it is determined in step 182a that the rotational speed NE is in the second region RG2 or the fourth region RG4, the process proceeds to step 182b. In step 182b, the auxiliary equipment control IC 3c executes the synchronous control of the auxiliary equipment before the starter 13 is driven. Steps 182c to 182e included in step 182b provide a process for adjusting the rotational speed NE of the engine 11 in the third region RG3 by at least one auxiliary device.

  In step 182c, the auxiliary machine control IC 3c provides the above-described auxiliary machine selection unit 43c. In step 182c, the auxiliary machine control IC 3c selects an auxiliary device for executing the synchronous control. The auxiliary machine control IC 3c selects, for example, the generator 21 only, the compressor 31 only, or both according to the operating state of the engine 11 indicated by signals such as the engine torque ETQ and the rotational speed NE. The auxiliary machine control IC 3c selects an auxiliary device so as to obtain a driving torque suitable for executing the synchronous control. Step 182c may be configured such that only generator 21 or only compressor 31 is selected.

  In step 182c, the auxiliary machine control IC 3c drives the selected auxiliary equipment, that is, the generator 21 and / or the compressor 31. The driving of the auxiliary device is set so as to give a driving torque that can attenuate the rotational speed of the rotating shaft of the engine 11. For example, the generator 21 is controlled so that the generator 21 generates power with a predetermined adjustment voltage. Thereby, since the load of the engine 11 increases, the rotational speed NE decreases.

  In step 182d, the auxiliary equipment control IC 3c notifies other equipment mounted on the vehicle that at least one auxiliary equipment is put in the driving state, so that the rotational speed NE can be quickly attenuated. Here, the auxiliary machine control IC 3 c outputs a notification signal to the occupant restraint device 15 and the notification device 16.

  The notification signal output toward the occupant restraint device 15 can be a signal for operating the occupant restraint device 15 so that the occupant corrects the posture. For example, the notification signal can be a signal for winding up the seat belt so as to take up the slack of the seat belt.

  When the rotational speed NE is rapidly attenuated due to an increase in the drive torque GTQ and / or CTQ, the behavior of the vehicle may change. In this embodiment, the passenger is encouraged to correct his / her posture by winding the seat belt. In addition, the passenger can be informed of changes in the behavior of the vehicle by winding the seat belt. For this reason, the unpleasant change of the passenger | crew's attitude | position resulting from the behavior change of a vehicle can be suppressed. Therefore, step 182d provides a notification unit that notifies the occupant restraint device 15 of driving of the auxiliary device and changes the operating state of the occupant restraint device 15.

  The notification signal output toward the notification device 16 can be a signal for notifying the passenger in the vehicle and / or the driver of the following vehicle that the vehicle is likely to decelerate. For example, the notification signal can be a signal for turning on an indicator lamp installed in a meter in the vehicle. For example, the notification signal can be a signal for lighting a brake lamp.

  When the rotational speed NE is rapidly attenuated due to an increase in the drive torque GTQ and / or CTQ, the vehicle may decelerate rapidly when the vehicle is in the deceleration process. In this embodiment, the passenger is notified of vehicle deceleration. For this reason, the unpleasant change of the passenger | crew's attitude | position resulting from the behavior change of a vehicle can be suppressed. In addition, the driver of the following vehicle can be notified of vehicle deceleration. Therefore, step 182d provides a notification unit that notifies the notification device 16 of driving of the auxiliary device and changes the presentation state of the notification device 16.

  In step 182e, the auxiliary machine control IC 3c determines whether or not the synchronization condition is satisfied. Here, it is determined whether or not the rotational speed NE has reached the third region RG3. Steps 182c to 182d are repeated until the rotational speed NE reaches the third region RG3. That is, step 182e provides a determination unit that determines whether or not the rotational speed NE has entered a low rotation state suitable for driving the starter 13. In step 182e, the auxiliary machine control IC 3c can perform further additional determination. For example, the auxiliary machine control IC 3c can determine whether or not the rotation speed of the ring gear of the engine 11 and the rotation speed of the pinion gear of the starter 13 are synchronized. In this case, Step 182e provides a determination unit that determines the synchronization between the rotation of the engine 11 and the rotation of the starter 13. By additionally executing such a determination, the meshing between the ring gear and the pinion gear can be executed smoothly. Therefore, the malfunction resulting from restart can be suppressed.

  When the rotational speed NE reaches the third region RG3, the synchronization control process 182b proceeds to Step 182f. In step 182f, the auxiliary machine control IC 3c stops the driving of the auxiliary equipment. In the subsequent step 182g, the auxiliary machine control IC 3c drives the starter 13. The starter 13 cranks the engine 11.

  In step 182h, the auxiliary machine control IC 3c requests the main microcomputer 3a to restart fuel injection and ignition. Therefore, the main microcomputer 3a supplies fuel so as to restart the engine 11, and restarts ignition. As a result, the engine 11 is restarted. Steps 182a-182h provide synchronous restart control. When the routine proceeds from step 182b to step 182g, the engine 11 is in a low rotation state. Therefore, there is little possibility that gears such as the starter 13 and the pinion gear are damaged.

  If it is determined in step 182a that the rotational speed NE is in the first region RG1, the process proceeds to step 182h. In this case, the auxiliary machine control IC 3c restarts the engine 11 without driving the auxiliary equipment and the starter 13. That is, the crankless restart control is provided by step 182a and step 182h.

  When it is determined in step 182a that the rotational speed NE is in the third region RG3, the process proceeds to step 182g. In this case, the auxiliary machine control IC 3c restarts the engine 11 by driving the starter 13 without driving the auxiliary equipment. That is, normal restart control is provided by steps 182a, 182g, and 182h.

  In step 183, stop angle control is executed. In step 183a, the accessory control IC 3c calculates the target angle CLT. In step 183b, the accessory control IC 3c calculates the current rotation angle CLA. In step 183c, the auxiliary machine control IC 3c inputs the engine torque ETQ and the drive torques GTQ and CTQ.

  In step 183d, the auxiliary machine control IC 3c provides the above-described auxiliary machine selection unit 43c. In step 183d, the auxiliary machine control IC 3c selects an auxiliary device for executing the stop angle control. The auxiliary machine control IC 3c selects, for example, the generator 21 only, the compressor 31 only, or both according to the operating state of the engine 11 indicated by signals such as the engine torque ETQ and the rotational speed NE. The auxiliary machine control IC 3c selects an auxiliary device so as to obtain a driving torque suitable for executing the stop angle control. Step 183d may be configured such that only the generator 21 or only the compressor 31 is selected.

  Further, in Step 183d, the auxiliary machine control IC 3c executes feedback control for the stop angle that causes the rotation angle CLA to approach the target angle CLT. Here, the drive torque GTQ and / or the drive torque CTQ are adjusted so that the rotation angle CLA becomes the target angle CLT. Further, in the feedback control, the engine torque ETQ is taken into consideration.

  In step 183e, the auxiliary machine control IC 3c determines whether or not the engine 11 has completely stopped. Steps 183b-183d are repeated until the engine 11 is completely stopped. When the engine 11 is completely stopped, the process is terminated.

  FIG. 8 shows the accessory selection process 184. The auxiliary machine selection process 184 provides an auxiliary machine selection unit 43c. The auxiliary machine selection process 184 is executed in step 182c and step 183d.

  In step 184a, the auxiliary machine control IC 3c determines the number of auxiliary devices necessary for executing the rotation speed control or the stop angle control. Here, the number of auxiliary devices is determined according to the required driving torque. Normally, the number of auxiliary devices to be driven is determined as one. The auxiliary machine selection process 184 selects only one auxiliary device in step 183d. Therefore, the stop angle control unit 43b drives only one auxiliary device.

  In step 184b, the auxiliary machine control IC 3c determines whether or not the number of auxiliary devices used is plural. When a plurality of auxiliary devices are used, the auxiliary machine selection process is terminated. If one auxiliary device is used, the process proceeds to step 184c in order to select one auxiliary device from the plurality of auxiliary devices.

  In step 184c, the auxiliary machine control IC 3c calculates the energy storage rate of the power supply system 20 and the energy storage rate of the heat system 30. The energy accumulation rate can be calculated based on the amount of energy accumulated in the energy accumulators 22 and 32 and the target energy amount required to be accumulated in the energy accumulators 22 and 32.

  For example, the energy storage rate of the power supply system 20 can be obtained from the actual power storage amount and the target power storage amount. Further, the energy storage rate of the heat system 30 can be obtained from the actual cold storage amount and the target cold storage amount. The energy storage rate of the power supply system 10 is given by the storage rate ECR. The energy storage rate of the thermal system 30 is given by the cold storage rate CCR.

  The energy storage rate is calculated and updated in the auxiliary machine control IC 3c. Thereby, the change of the energy storage rate resulting from the performance degradation of an auxiliary | assistant apparatus and the energy storage devices 22 and 32 can be tracked.

  In step 184d, the auxiliary machine control IC 3c compares the power storage rate ECR with the cold storage rate CCR. The auxiliary machine control IC 3c selects the auxiliary equipment of the system having the lower energy storage rate. If CCR <ECR, the process proceeds to step 184e. In step 184e, the auxiliary machine control IC 3c selects the compressor 31. If CCR ≧ ECR, the process proceeds to step 184f. In step 184f, the auxiliary machine control IC 3c selects the generator 21. In this embodiment, the auxiliary machine selection process 184 is set so that the generator 21 can be easily selected in order to use the high controllability and responsiveness of the generator 21.

  Step 184d selects an auxiliary device corresponding to the energy accumulator having the larger amount of additional energy storage based on the energy accumulation states ECR and CCR in the plurality of energy storage devices 22 and 32. Provide a selector. The stop angle control unit drives only one auxiliary device selected by the auxiliary machine selection unit. According to this configuration, one auxiliary device corresponding to the energy storage device having the larger amount of energy that can be additionally stored is selected. The selected auxiliary device is used in the stop angle control. For this reason, it is possible to increase the amount of energy accumulated in the energy accumulator simultaneously with the stop angle control. In addition, the amount of energy stored in the energy storage device having a relatively low amount of storage can be increased.

  FIG. 9 shows a change in the rotational speed NE when the engine 11 is restarted immediately after the stop operation of the engine 11 is executed by the idle stop control. At time t11, the idle stop control is started by the main microcomputer 3a as the idle stop control unit. When the main microcomputer 3a performs an operation for stopping the engine 11, the rotational speed NE decreases rapidly.

  When a request for restart of the engine 11 is not generated by the idle stop control, the state of each part changes as indicated by a fine broken line. In this case, the auxiliary machine control IC 3c executes stop angle control. As indicated by the broken line waveform SPC, the rotational speed NE vibrates in the vicinity of zero (0). That is, the rotation shaft of the engine 11 swings in the forward direction and the reverse direction. Eventually, the rotational speed NE becomes stable at zero (0). In the stop angle control, the auxiliary device AXD is in a driving state as indicated by a waveform FBC in the drawing.

  The angle CLA of the crankshaft of the engine 11 changes between 0 degrees CA and 720 degrees CA in the case of a four-cycle internal combustion engine. In the figure, the waveform of the modeled angle CLA is shown. As the rotational speed NE decreases, the change speed of the angle CLA becomes gentle. Eventually, immediately before the engine 11 is stopped, the angle CLA vibrates. The drive torque GTQ and / or CTQ provided by the stop angle control adjusts the angle CLA to the target angle CLT. The stop angle control is continued until the engine 11 is completely stopped at time t15. As a result, the stop angle when the engine 11 is completely stopped is controlled to the target angle CLT.

  When a request for restarting the engine 11 is generated by idle stop control immediately after the stop operation, the main microcomputer 3a outputs a request signal to the auxiliary machine control IC 3c. The auxiliary machine control IC 3c executes restart control for restarting the engine 11 in response to the request signal.

  For example, when the request signal RQ1 is generated at time t12, the waveform of each part changes as shown by a broken line. At time t12, the rotational speed NE is still in the first region RG1. Therefore, the engine 11 is restarted only by restarting the fuel injection INJ and / or ignition. As a result, the rotational speed NE increases as illustrated in the waveform RS1. In this case, the starter 13 is not driven.

  For example, when the request signal RQ2 is generated at time t13, the waveform of each part changes as shown by a solid line. At time t13, the rotational speed NE is in the second region RG2. For this reason, the spontaneous rotation of the engine 11 cannot be recovered. Moreover, the rotational speed NE is not suitable for driving the starter 13. In this case, the auxiliary machine control IC 3c executes synchronous restart control. At time t13, the auxiliary device AXD is driven. At this time, the driving state of the auxiliary device AXD shifts from the stop angle control to the synchronous control. Therefore, the auxiliary device AXD is controlled so as to rapidly attenuate the rotational speed NE. In this embodiment, the generator 21 is driven by the engine 11 and is in a state of generating relatively large electric power. Thereby, the rotational speed NE is rapidly attenuated.

  Eventually, the rotational speed NE decreases to the third region RG3. When the rotational speed NE enters the third region RG3, the auxiliary equipment control IC 3c stops the auxiliary equipment AXD at time t14. In the illustrated example, the synchronization control is executed in a period SYC between time t13 and time t14. Further, the auxiliary machine control IC 3c drives the starter 13 at time t14. At the same time, fuel injection INJ and the like are resumed. As a result, the engine 11 starts spontaneous rotation, and the rotational speed NE increases as illustrated by the waveform RS2.

  Even when the request signal is generated when the rotational speed NE is in the fourth region RG4, the auxiliary machine control IC 3c executes the synchronous control. As a result, the starter 13 is driven after the rotational speed NE is adjusted within the third region RG3.

  After the engine 11 is completely stopped, for example, when the request signal RQ3 is generated at time t16, the waveform of each part changes like a two-dot chain line. In response to the request signal RQ3, the starter 13 is driven and the fuel injection INJ is resumed. As a result, the engine 11 starts autonomous rotation, and the rotational speed NE increases as illustrated by the waveform RS3.

  According to this embodiment, even when restart of the engine 11 is required before the rotational speed NE is stabilized to zero (0), the rotational speed NE can be rapidly reduced by driving the auxiliary device. . For this reason, the engine 11 can be restarted early while suppressing damage to the starter 13 and the gears. That is, the speed of restarting the engine 11 can be improved.

  In addition, the auxiliary machine control IC 3c executes not only the drive control of the starter 13, but also the drive control of auxiliary equipment for stabilizing the rotational speed NE. For this reason, the restart can be speeded up without excessively increasing the processing load of the main microcomputer 3a that executes the control for the engine 11.

  Further, the auxiliary machine control IC 3c receives a request signal RQ and executes a series of start control. That is, the drive control of the starter 13 for restarting the engine 11 and the drive control of the auxiliary equipment are collected in the auxiliary machine control IC 3c. Therefore, the versatility of the auxiliary machine control IC 3c is improved. For example, the same accessory control IC 3c can be used for a plurality of types of vehicles and / or engines.

(Second Embodiment)
In the above embodiment, the allowable torque is distributed based on the energy storage rate in the energy storage units 22 and 32. Instead, the allowable torque can be distributed based on the allowable torques PTQ1 and PTQ2 calculated for each auxiliary device.

  FIG. 10 shows the arbitration control process 278 of this embodiment. Steps 178a, 178b, 178e, 178f are the same as in the above-described embodiment. In step 278d, the accessory control IC 3c distributes the allowable torque PTQ to the power supply system 20 and the heat system 30. Here, the total allowable torque PTQ is proportionally distributed based on the allowable torque PTQ1 for the compressor 31 and the allowable torque PTQ2 for the generator 21. The allowable torque PTQc for driving the compressor 31 is set based on PTQc = PTQ × (PTQ1 / (PTQ1 + PTQ2)). The allowable torque PTQe for driving the generator 21 is set based on PTQe = PTQ × (PTQ2 / (PTQ1 + PTQ2)).

  Steps 178c and 278d set the ratio based on the allowable torques PTQ1 and PTQ2 of the plurality of auxiliary devices. According to this configuration, the total allowable torque PTQ is distributed based on the ratio between the driving torque of the generator 21 required by the power supply system 20 and the driving torque of the compressor 31 required by the thermal system 30. According to this configuration, it is possible to set a ratio reflecting the requirements of a plurality of systems. Therefore, the request | requirement of the power supply system 20 and the request | requirement of the thermal system 30 can be made compatible.

(Third embodiment)
In the above embodiment, the auxiliary device to be driven is selected based on the energy storage rate in the energy storage units 22 and 32. Instead, it is possible to select an auxiliary device that is driven based on the energy generation efficiency of the auxiliary device.

  In this embodiment, the auxiliary machine selection unit 43c is configured to select an auxiliary device to be driven based on the energy generation efficiency of the power supply system 20 and the energy generation efficiency of the heat system 30. The auxiliary machine selection unit 43c can be configured to select the auxiliary equipment of the system having higher energy generation efficiency. According to this structure, the fuel consumed for rotation speed control or stop angle control can be efficiently converted into energy, stored, and further utilized.

  FIG. 11 shows an accessory selection process 384 according to this embodiment. The auxiliary machine selection process 384 is executed in step 182c and step 183d. Steps 184a, 184b, 184e and 184f are the same as in the above-described embodiment.

  In step 384c, the auxiliary machine control IC 3c calculates the energy generation efficiency of the power supply system 20 and the energy generation efficiency of the heat system 30. The energy generation efficiency can be calculated based on the driving torque for driving the auxiliary device and the amount of energy generated by the auxiliary device.

  For example, the energy generation efficiency of the power supply system 20 can be obtained from the driving torque GTQ of the generator 21 and the amount of generated power. Further, the energy generation efficiency of the heat system 30 can be obtained from the drive torque CTQ of the compressor 31 and the amount of generated heat energy. The energy generation efficiency of the power supply system 10 is given by the power generation efficiency PGEF. The energy generation efficiency of the thermal system 30 is given by the cooling efficiency CLEF.

  The energy generation efficiency is calculated and updated in the auxiliary machine control IC 3c. Thereby, the change of the energy generation efficiency resulting from the performance deterioration of an auxiliary | assistant apparatus can be tracked.

  In step 384d, the auxiliary machine control IC 3c compares the power generation efficiency PGEF and the cooling efficiency CLEF. The auxiliary machine control IC 3c selects the auxiliary equipment of the system having the higher energy generation efficiency. If PGEF <CLEF, the compressor 31 is selected. When PGEF ≧ CLEF, the generator 21 is selected. In this embodiment, the auxiliary machine selection process 384 is set so that the generator 21 can be easily selected in order to use the high controllability and responsiveness of the generator 21.

  The auxiliary machine selection processing 384 provides an auxiliary machine selection unit that selects one auxiliary apparatus with higher energy generation efficiency based on the energy generation efficiency PGEF and CLEF of a plurality of auxiliary apparatuses. In this configuration, the stop angle control unit drives only one auxiliary device selected by the auxiliary machine selection unit. According to this configuration, auxiliary equipment with high energy generation efficiency is used in the stop angle control. For this reason, energy can be efficiently generated simultaneously with the stop angle control.

  Furthermore, step 384c provides a calculation unit that calculates energy generation efficiency based on the drive torques GTQ and CTQ for driving each of the plurality of auxiliary devices and the amount of energy generated by each of the plurality of auxiliary devices. To do. The energy generation efficiency may change due to deterioration of auxiliary equipment. According to this configuration, since the energy generation efficiency is calculated from the driving torque and the energy amount, it is possible to select an auxiliary device to be driven following the change in the energy generation efficiency.

(Other embodiments)
The preferred embodiments of the disclosed invention have been described above, but the disclosed invention is not limited to the above-described embodiments, and various modifications can be made. The structure of the said embodiment is an illustration to the last, Comprising: The technical scope of the disclosed invention is not limited to the range of these description. The technical scope of the disclosed invention is indicated by the description of the scope of claims, and further includes all modifications within the meaning and scope equivalent to the description of the scope of claims.

  For example, the means and functions provided by the control device can be provided by software only, hardware only, or a combination thereof. For example, the control device may be configured by an analog circuit.

  In the above embodiment, the generator 21 or the compressor 31 is driven in order to stabilize the rotational speed NE. Alternatively, stabilization of the rotational speed NE may be promoted by placing auxiliary equipment such as a hydraulic pump for the power steering device in a driving state. In addition, a plurality of auxiliary devices may be simultaneously driven.

  In the above embodiment, both the control function for the compressor 31 and the control function for the generator 21 are mounted in the auxiliary machine control IC 3c. Instead of this, only one of the control functions may be provided.

  In the above embodiment, various data are input through the input terminals IN3-IN7. Alternatively, other data of the same type may be input. Further, at least one of the engine torque ETQ, the drive torque CTQ of the compressor 31, and the drive torque GTQ of the generator 21 may be calculated in the auxiliary machine control IC 3c.

1 energy management system, 2 power transmission mechanism, 3 control device,
3a main microcomputer, 3b drive circuit, 3c auxiliary machine control IC,
10 power system, 11 engine, 12 engine equipment, 13 starter,
20 power system, 21 generator, 22 battery, 23 electrical load,
30 heat system, 31 compressor, 32 regenerator, 33 air conditioner,
41 idle stop determination unit, 43 starter drive determination unit,
43a Rotational speed control unit, 43b Stop angle control unit, 43c Auxiliary machine selection unit,
49 compressor drive determination unit, 50 selection switch unit, 55 generator drive determination unit,
56 rotation angle calculation unit, 57 target angle setting unit,
58 selection switch section, 59 arbitration processing section.

Claims (13)

In the engine drive accessory control device (3c) for controlling the auxiliary equipment (21, 31) driven by the engine (11),
An input terminal (IN1) for inputting a signal (ISS) indicating a state of idle stop control for automatically restarting the engine after being temporarily stopped;
An input terminal (IN2) for inputting a signal indicating a rotation angle (CLA) of the engine;
A starter output terminal (OUT1) for outputting a signal for driving a starter (13) for starting the engine;
A plurality of auxiliary device output terminals (OUT2, OUT3) for outputting signals for driving the plurality of auxiliary devices (21, 31) driven by the engine;
A stop angle controller (9, 43b, 183) for driving at least one auxiliary device so that the engine stops at a predetermined target angle (CLT) before the engine stops;
An engine drive accessory control apparatus comprising: a starter drive unit (4, 43, 182) for driving the starter in response to a signal indicating the idle stop control state.   2. The engine drive accessory control device according to claim 1, wherein the engine drive accessory control device is a packaged integrated circuit (3c).   The engine drive accessory control device according to claim 1, wherein the stop angle control unit drives only one auxiliary device. Further, one auxiliary device corresponding to the energy accumulator having a larger amount of energy that can be additionally accumulated based on the energy accumulation state (ECR, CCR) in the plurality of energy accumulation devices (22, 32). An auxiliary machine selection unit (43c, 184) for selecting
The engine-driven auxiliary machine control device according to claim 3, wherein the stop angle control unit drives only one auxiliary device selected by the auxiliary machine selection unit. Furthermore, an auxiliary machine selection unit (43c, 384) for selecting one auxiliary device having higher energy generation efficiency based on the energy generation efficiency (PGEF, CLEF) of the plurality of auxiliary devices,
The engine-driven auxiliary machine control device according to claim 3, wherein the stop angle control unit drives only one auxiliary device selected by the auxiliary machine selection unit.   Further, the auxiliary machine selection unit (43c, 384) is configured to generate the energy based on a driving torque (GTQ, CTQ) for driving the plurality of auxiliary devices and an energy amount generated by the plurality of auxiliary devices. The engine-driven auxiliary machine control device according to claim 5, further comprising a calculation unit (384c) for calculating generation efficiency.   Furthermore, the auxiliary equipment drive part (7, 8, 44-55, 160, 170) which restricts the drive of the said auxiliary equipment so that the fuel consumption of the said engine may be suppressed is provided. The engine-driven auxiliary machine control device according to any one of claims 6 to 10. The auxiliary device driving unit (7, 8, 44-55, 160, 170) is configured to allow driving of the auxiliary device when the efficiency of the engine is good,
Furthermore, a selection unit (50) for selectively outputting a signal from the stop angle control unit and a signal from the auxiliary device driving unit to the auxiliary device output terminals (OUT2, OUT3) is provided. Item 8. The engine drive accessory control device according to Item 7.   The selection unit outputs a signal from the stop angle control unit to the auxiliary device output terminals (OUT2, OUT3) during execution of the idle stop control in which the engine is temporarily stopped and then restarted automatically. The engine drive accessory control device according to claim 8, wherein   Furthermore, it has a determination part (178a) which determines the number of the said auxiliary devices driven by the said auxiliary device drive part (7,8,44-55,160,170), The Claims 7-7 characterized by the above-mentioned. The engine-driven auxiliary machine control device according to any one of 9.   Furthermore, when driving of the plurality of auxiliary devices is determined by the determining unit, a torque setting unit (59, 178c, 178d, 278d) for setting a drive torque ratio of the plurality of auxiliary devices is provided. The engine drive accessory control apparatus according to claim 10.   The torque setting unit (59, 178c, 178d) is based on energy storage states (ECR, CCR) in a plurality of energy storage devices (22, 32) that store energy generated by the plurality of auxiliary devices. The engine drive accessory control device according to claim 11, wherein a ratio is set.   The engine drive accessory control according to claim 11, wherein the torque setting unit (59, 1378c, 278d) sets the ratio based on allowable torques (PTQ1, PTQ2) of a plurality of auxiliary devices. apparatus.

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