JP2014005816A - Vehicular control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To materialize proper ignition action during supercharging in an internal combustion engine, in a vehicular control system using a power supply device equipped with a first storage battery, a second storage battery, and a generator, and generating spark discharge in a combustion chamber of the internal combustion engine by power supply from the power supply device.SOLUTION: A vehicular control system includes an engine EG equipped with a turbocharger 30 and an ignition device 15, and a power supply device BS. The power supply device BS includes an alternator 41, a lead storage battery 42 and a lithium ion storage battery 43 which are connected in parallel to the alternator 41, and an MOS switch 51 and an SMR switch 52. An ignition coil 25 is connected between both switches. An engine EUC 20 determines that it is in a supercharging state, and controls generation voltage to become high in the supercharging state. An idle stop ECU 60 respectively controls the MOS switch 51 and the SMR switch 52 to turn on/off in the supercharging state.

Description

  The present invention relates to a vehicle control system including an internal combustion engine and a power supply device.

  As an in-vehicle power supply system mounted on a vehicle, two storage batteries such as a lead storage battery (first storage battery) and a lithium ion storage battery (second storage battery) are used, and power is supplied to various in-vehicle electric loads while using each of these storage batteries properly. The structure which performs is known (for example, refer patent document 1). Specifically, the lithium ion storage battery is configured to be electrically connected to the generator and the lead storage battery via a semiconductor switch as an opening / closing means, and the generator switch is turned on when charging the lithium ion storage battery. Power supply to the lithium ion storage battery. In addition, by turning off the semiconductor switch at times other than during charging, the lithium ion storage battery can be prevented from being overcharged and overdischarged, and the lithium ion storage battery can be connected to the electrical load connected to the lithium ion storage battery side with respect to the semiconductor switch. Power is supplied.

  As an electrical load connected to the lead storage battery side with respect to the semiconductor switch, for example, there is a starter. When starting the internal combustion engine, the starter is driven by supplying power from the lead storage battery to the starter with the semiconductor switch turned off. Is done. Moreover, as an electrical load connected to the lithium ion storage battery side with respect to the semiconductor switch, for example, there is an ignition device that generates spark discharge in the combustion chamber of the internal combustion engine, and the ignition device from the lithium ion storage battery with the semiconductor switch turned off When electric power is supplied to the ignition coil, a high voltage is induced on the secondary side of the ignition coil, and spark discharge is generated in the combustion chamber. The fuel is combusted by this spark discharge, and a desired torque is obtained in the internal combustion engine.

JP 2012-80706 A

  However, in the power supply system described above, the ignition energy may be insufficient depending on the operating state of the internal combustion engine, and the combustion state may be deteriorated due to this. That is, in an internal combustion engine equipped with a supercharging means such as a turbocharger, when the supercharging is performed, the amount of charged air filled in the combustion chamber increases, so that the combustion chamber is more highly compressed than in the non-supercharging mode. It becomes a state. In this case, a shortage of ignition energy in the ignition coil causes misfire and the like, and the combustion state deteriorates in the internal combustion engine.

  When supercharging by the supercharging means is performed, it is conceivable to secure ignition energy by temporarily increasing the power generation voltage of the generator. The semiconductor switch is turned off to suppress overcharge and overdischarge in the storage battery, and the generator side and the ignition coil side are electrically disconnected. For this reason, the state in which the ignition energy is insufficient cannot be resolved, and there remains room for improvement.

  The present invention uses a power supply device that includes a first storage battery, a second storage battery, and a generator that charges each of the storage batteries, and controls the vehicle to generate a spark discharge in a combustion chamber of an internal combustion engine by supplying power from the power supply device. The main purpose of the system is to realize an appropriate ignition operation even when the internal combustion engine is supercharged.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  The invention according to claim 1 includes an internal combustion engine (EG) including a supercharging means (30) for supercharging intake air, an ignition means (15) for generating spark discharge in a combustion chamber and burning fuel, and on-vehicle electric A vehicle control system including a power supply device (BS) that supplies electric power to a load.

  Furthermore, the power supply device includes a generator (41) capable of adjusting a voltage of generated power, a first storage battery and a second storage battery (42, 43) connected in parallel to the generator, and the generator And a first switch (51) and a first switch (51), which are provided in series in a power feeding path between the first storage battery and the second storage battery, and switch between conduction and disconnection between the generator and the first storage battery and the second storage battery. 2 switch (52), and between the first switch serving as the first storage battery side and the second switch serving as the second storage battery side in the power feeding path, An ignition coil (25) of the ignition means is connected.

  Supercharging determination means (20) for determining that the supercharging means is in a predetermined supercharging state, and when the supercharging determination means determines that the supercharging means is in a predetermined supercharging state, A switch control means (60) for controlling each of the switches so that the first switch is in a conducting state and the second switch is in a shut-off state. And a power generation control means (20) for controlling the power generation of the generator so that the power generation voltage becomes higher when it is determined to be in the supply state than when it is not in the supercharging state.

  In the above configuration, both switches are provided in series in the power feeding path between the generator and the first storage battery and the second storage battery, with the first switch as the first storage battery side and the second switch as the second storage battery side. The state of power transfer between the second storage battery and at least one of the generator and the first storage battery can be switched by switching on / off of each switch.

  The ignition coil of the ignition means is connected between the first switch and the second switch, and electric power is supplied from the second storage battery to the ignition coil by switching between conduction / cutoff of each switch. And a state in which electric power is supplied from the generator (or the first storage battery) to the ignition coil. In this case, power is supplied from the second storage battery to the ignition coil when the first switch is shut off and the second switch is turned on, and the generator (or the second switch is turned on when the first switch is turned on and the second switch is turned off. Electric power is supplied from one storage battery to the ignition coil.

  In this case, in particular, at the time of supercharging by the supercharging means, it is possible to supply power from the generator to the ignition coil by setting the first switch = conduction and the second switch = interruption, and further, the power generation voltage of the generator is not supercharged. It is controlled to be higher than the time. Thereby, even if the combustion chamber is highly compressed as a result of supercharging, it is possible to ensure ignition energy for properly generating spark discharge in the highly compressed state. In addition, although the power generation voltage of a generator rises in the state which made the 1st switch conductive, since the 2nd switch is interrupted | blocked, it is suppressed that the overcharge with respect to a 2nd storage battery arises.

  By the above, the vehicle control system which uses a power supply device provided with a 1st storage battery and a 2nd storage battery, and the generator which charges each of these storage batteries, and produces a spark discharge in the combustion chamber of an internal combustion engine by the electric power supply from the power supply device Therefore, an appropriate ignition operation can be realized even during supercharging in the internal combustion engine.

The block diagram which shows the outline of the control system for vehicles in embodiment of invention. The block diagram which shows the outline of an engine control system. The flowchart which shows the procedure of a supercharging state judgment process. The flowchart which shows the procedure of the restriction | limiting process of throttle opening. The flowchart which shows the procedure of an electric power generation stop and restart process. The flowchart which shows the procedure of a switch switching process. The flowchart which shows the procedure of an adjustment voltage raise process. 6 is a timing chart showing generation voltage control and throttle opening control.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings. The present embodiment is applied to a vehicle including a multi-cylinder four-cycle spark ignition type engine (internal combustion engine) having a turbocharger as supercharging means, and a power supply device having two storage batteries including a lead storage battery and a lithium ion storage battery. It is what is done. First, an outline of an engine control system in the vehicle will be described.

  In the engine EG shown in FIG. 2, a throttle valve 12 that adjusts the amount of intake air is provided in an intake portion 11 connected to the engine body 10. The opening degree of the throttle valve 12 is adjusted as the throttle actuator 13 is driven. Further, the engine body 10 is provided with a fuel injection valve 14 that injects fuel to be burned in the combustion chamber, and an ignition device 15 that generates spark discharge for fuel combustion. The exhaust unit 16 is provided with a catalyst 17 as exhaust purification means.

  The throttle actuator 13, the fuel injection valve 14, and the ignition device 15 are controlled by the engine ECU 20. That is, the engine ECU 20 is a well-known electronic control unit having a microcomputer. The engine ECU 20 detects a rotation speed sensor 21 that detects the engine rotation speed, and an intake air amount or intake pipe negative pressure as an engine load. Detection signals are input from the load sensor 22, the throttle sensor 23 that detects the opening of the throttle valve 12, the accelerator sensor 24 that detects the amount of operation of the accelerator pedal, and the like. Then, the engine ECU 20 controls the throttle opening by the throttle actuator 13, the fuel injection amount and fuel injection timing by the fuel injection valve 14, and the ignition timing control by the ignition device 15 based on various detection signals. To do.

  Here, the ignition control by the ignition device 15 will be supplemented. As shown in FIG. 1, the ignition device 15 includes an ignition coil 25 having a primary coil 25a and a secondary coil 25b, an ignition transistor 26 connected to the primary coil 25a, and an ignition plug connected to the secondary coil 25b. 27. A power source (battery unit 44 described later) is connected to one end of the primary coil 25a. The ignition transistor 26 is turned on / off by an ignition signal IGt output from the engine ECU 20, and energization of the primary coil 25a is started when the ignition signal IGt is turned on. After that, as the ignition signal IGt is turned off, a high voltage is induced in the secondary coil 25b, and a spark discharge is generated between the counter electrodes of the spark plug 27.

  Returning to the description of FIG. 2, the engine EG has a turbocharger 30 as supercharging means. The turbocharger 30 has an intake compressor 31 disposed upstream of the throttle valve 12 in the intake section 11 and an exhaust turbine 32 disposed upstream of the catalyst 17 in the exhaust section 16. In the turbocharger 30, when the exhaust turbine 32 is rotated by the exhaust gas flowing through the exhaust passage of the exhaust unit 16, the intake compressor 31 is rotated with the rotation of the exhaust turbine 32, and the intake air is caused by the centrifugal force generated by the rotation of the intake compressor 31. Compressed (supercharged). The turbocharger 30 is an example of a supercharging means, and may be a supercharger driven by the output shaft of the engine body 10 or a motor.

  The turbocharger 30 shifts to a supercharging state in a predetermined engine operating state, and the engine ECU 20 performs turbo based on an intake pressure detected by an intake pressure sensor (not shown) provided in the intake section 11. It is determined that the charger 30 has become supercharged. Specifically, the intake pressure is compared with a predetermined value (supercharging threshold), and when the intake pressure becomes larger than the supercharging threshold, it is determined that the turbocharger 30 is in the supercharging state. Further, the determination of the supercharging state can also be made based on the intake air amount and the engine speed.

  Next, the configuration of the power supply device BS and the outline of the electrical configuration of the vehicle will be described with reference to FIG. In FIG. 1, the power supply device BS includes an alternator 41 (generator), a lead storage battery 42, and a battery unit 44 having a lithium ion storage battery 43 as main components. The lead storage battery 42 and the lithium ion storage battery 43 are connected in parallel to the alternator 41.

  The alternator 41 is connected to the crankshaft (output shaft) of the engine body 10 and generates electric power by the rotational energy of the crankshaft. The configuration of the alternator 41 will be briefly described. When the rotor of the alternator 41 is rotated by the crankshaft, an alternating current is induced in the stator coil according to the exciting current flowing through the rotor coil, and is converted into a direct current by a rectifier. The exciting current flowing through the rotor coil is adjusted by the regulator, so that the voltage of the generated direct current is adjusted to the set voltage Vreg. The engine ECU 20 controls the alternator 41 with respect to the regulator.

  The lead storage battery 42 is a known general-purpose storage battery. A starter 45a is connected to the lead storage battery 42 as an electrical load. The engine EG is started by driving the starter 45a by supplying power from the lead storage battery 42. Various electric loads 45 b are connected to the lead storage battery 42.

  In the battery unit 44, the lithium ion storage battery 43 is a high-density storage battery having a higher output density and energy density than the lead storage battery 42. The lithium ion storage battery 43 is constituted by an assembled battery formed by connecting a plurality of single cells in series. Incidentally, the storage capacity of the lead storage battery 42 is set larger than the storage capacity of the lithium ion storage battery 43.

  The battery unit 44 is provided with an input side terminal 46 and an output side terminal 47, and a power supply line 48 is provided so as to connect both the terminals. An alternator 41 and a lead storage battery 42 are connected to the input side terminal 46. In addition, various electric loads 49 that are power supply destinations from the lithium ion storage battery 43 are connected to the output side terminal 47. In this case, the ignition device 15 is included in the power supply destination from the lithium ion storage battery 43, and the primary coil 25 a of the ignition coil 25 is connected to the output side terminal 47.

  In addition to the lithium ion storage battery 43, the battery unit 44 includes a MOS switch 51, an SMR switch 52, and a battery ECU 53 that controls switching on / off (conduction / cutoff) of these switches. The battery ECU 53 is a well-known electronic control device composed of a microcomputer.

  The MOS switch 51 is a semiconductor switch made of a MOSFET, and is provided between the input side terminal 46 and the output side terminal 47. The MOS switch 51 functions as a switch for switching between conduction (ON) and interruption (OFF) of the lithium ion storage battery 43 with respect to the alternator 41 and the lead storage battery 42.

  Similarly to the MOS switch 51, the SMR switch 52 is configured by a semiconductor switch made of a MOSFET, and is connected between the connection point (X1 in the figure) of the MOS switch 51 and the output side terminal 47 and the lithium ion storage battery 43. Is provided. The SMR switch 52 functions as a switch that switches between conduction (on) and interruption (off) of the lithium ion storage battery 43 with respect to the power path connecting the input side terminal 46 and the output side terminal 47.

  The SMR switch 52 is an emergency opening / closing means, and is normally kept on by the battery ECU 53 in a normal state. In an emergency illustrated below, the output of the on signal to the SMR switch 52 is stopped and the SMR switch 52 is turned off. By turning off the SMR switch 52, overcharge and overdischarge of the lithium ion storage battery 43 are avoided. For example, when the regulator provided in the alternator 41 breaks down and the set voltage Vreg becomes abnormally high, there is a concern that the lithium ion storage battery 43 may be overcharged. In this case, the SMR switch 52 is turned off. Moreover, when the lithium ion storage battery 43 cannot be charged due to the failure of the alternator 41 or the failure of the MOS switch 51, there is a concern that the lithium ion storage battery 43 is overdischarged. Also in this case, the SMR switch 52 is turned off.

  The on / off states of the MOS switch 51 and the SMR switch 52 are constantly monitored by the battery ECU 53, and the monitoring results are constantly transmitted from the battery ECU 53 to the other ECUs 20, 60 (specifically, for example, every 4 ms). ) Will be sent.

  The electric power generated by the power generation by the alternator 41 is supplied to various on-vehicle electric loads and is also supplied to the lead storage battery 42 and the lithium ion storage battery 43. When the drive of the engine is stopped and the alternator 41 is not generating power, electric power is supplied from the lead storage battery 42 and the lithium ion storage battery 43 to the in-vehicle electric load. The amount of discharge from the lead storage battery 42 and the lithium ion storage battery 43 to the in-vehicle electric load, and the amount of charge from the alternator 41 to each of the storage batteries 42, 43 are the SOC (State of charge) of each storage battery 42, 43. The actual charge amount ratio) is controlled to be in a range (appropriate range) in which overcharge / discharge does not occur. That is, as described above, the set voltage Vreg is adjusted by the engine ECU 20 and the operation of the MOS switch 51 is controlled by the battery ECU 53 so that excessive charging / discharging does not occur.

  The vehicle of this embodiment automatically stops the engine when a predetermined automatic stop condition is satisfied while the vehicle is running, and automatically activates the engine when the predetermined restart condition is satisfied with the engine being automatically stopped. The idle stop ECU 60 has an idle stop function, and the idle stop ECU 60 performs idle stop control. The automatic stop condition includes, for example, that the vehicle speed is equal to or lower than a predetermined value, the accelerator operation amount is zero (or that the brake is on), and the like. The engine restart condition includes, for example, that an accelerator operation is performed, a brake operation is released, and the like.

  In the idling stop control described above, when the engine is automatically stopped, both the MOS switch 51 and the SMR switch 52 are turned on by the battery ECU 53 so that the lithium ion storage battery 43 is charged (regenerative charging) in the process of decreasing the engine speed. Is done. Further, when the engine is restarted, the battery ECU 53 turns the MOS switch 51 from on to off in order to drive the starter 45a by supplying power from the lead storage battery 42 with the lead storage battery 42 and the lithium ion storage battery 43 electrically disconnected. To be operated.

  Here, the battery ECU 53 and the idle stop ECU 60, the idle stop ECU 60 and the engine ECU 20, and the engine ECU 20 and the alternator 41 (regulator) are connected to each other via a vehicle communication network so as to be able to communicate with each other. In the present embodiment, the battery ECU 53 and the idle stop ECU 60 are connected by a communication network composed of LIN, and LIN communication is performed between them. Further, the idle stop ECU 60 and the engine ECU 20 are connected by a communication network composed of CAN, and CAN communication is performed between them. The engine ECU 20 and the alternator 41 (regulator) are connected by a communication network composed of LIN, and LIN communication is performed between them.

  By the way, when supercharging by the turbocharger 30 is carried out while the vehicle is running, the amount of charged air charged in the engine combustion chamber increases, so that the combustion chamber is in a higher compression state than during non-supercharging. . In this case, it is necessary to increase the secondary voltage induced by the secondary coil 25b of the ignition coil 25 in order to reliably generate a spark discharge between the opposed electrodes of the ignition plug 27 at a timing near TDC (compression top dead center). It is conceivable to temporarily increase the power generation voltage of the alternator 41.

  However, in the configuration shown in FIG. 1, the lithium ion storage battery 43 is basically the power source of the ignition device 15, and electrical energy for ignition is supplied from the lithium ion storage battery 43 to the ignition coil 25. Further, the MOS switch 51 provided in the battery unit 44 is held in an off (cut off) state except during charging by the alternator 41, and the alternator 41 side and the ignition device 15 side are electrically cut off. For this reason, if the power generation voltage of the alternator 41 is temporarily increased in the state as it is except during charging, the ignition energy cannot be increased.

  Therefore, in the present embodiment, at the time of supercharging by the turbocharger 30, the MOS switch 51 is turned on and the SMR switch 52 is turned off. As a result, power can be directly supplied from the alternator 41 to the ignition coil 25. Further, the lithium ion storage battery 43 is prevented from being charged with the electric power generated by the alternator 41. Thereafter, the engine ECU 20 raises the set voltage Vreg of the regulator, that is, the target power generation voltage of the alternator 41 from the set voltage (12.5 V) at the time of non-supercharging to the set voltage (13 V) at the time of supercharging. Is increased, the electric power supplied to the ignition coil 25 is increased, and the ignition energy is increased.

In addition, when the turbocharger 30 is supercharged, the switches 51 and 52 are switched on / off and the power generation control is performed so as to increase the power generation voltage of the alternator 41. The following processing is actually performed.
(1) The engine ECU 20 determines that it is in a turbocharged state, and notifies the idle stop ECU 60 of the information.
(2) The idle stop ECU 60 notifies the battery ECU 53 that the MOS switch 51 is turned on.
(3) The battery ECU 53 turns on the MOS switch 51.
(4) After confirming that the MOS switch 51 is turned on, the idle stop ECU 60 determines whether or not the switch-off condition is satisfied for the SMR switch 52. If the condition is satisfied, the SMR switch 52 is turned on. The battery ECU 53 is notified that it will be turned off.
(5) The battery ECU 53 turns off the SMR switch 52.
(6) The idle stop ECU 60 determines that the MOS switch 51 is on and the SMR switch 52 is off, and notifies the engine ECU 20 of the information.
(7) The engine ECU 20 outputs a control command to the alternator 41 so as to increase the generated voltage.
Note that the switch-off condition (4) includes that the current flowing through the feeder line 48 is a predetermined value or less. This current is a switch current IMOS detected by a current detector (not shown) provided in the MOS switch 51.

  As described above, until the power generation voltage of the alternator 41 actually increases after the turbocharger 30 is in a predetermined supercharging state, arithmetic processing in each ECU, communication between the ECUs, and the like are performed. It takes time for implementation. Therefore, there is a concern that a shortage of ignition energy may occur in a period (delay period) from when the turbo supercharging is started until the ignition energy increases.

  In the present embodiment, in particular, the SMR switch 52 is switched from on to off in a state where the power generation of the alternator 41 is stopped. For this reason, before the SMR switch 52 is turned off, the power generation in the alternator 41 is temporarily stopped to reduce the generated current. That is, the switch current IMOS is reduced. Therefore, the time required to execute the process of temporarily stopping and restarting the power generation in the alternator 41 is also added to the delay period.

  Therefore, in the present embodiment, at the beginning of supercharging, the engine ECU 20 controls the throttle actuator 13 to limit the throttle opening to a predetermined guard value or less, thereby limiting the intake air amount. That is, when ignition energy is insufficient because the generated voltage is not increased in a state where supercharging is being performed, high compression in the combustion chamber of the engine body 10 due to supercharging is suppressed. Yes. Thereby, misfire etc. accompanying lack of ignition energy can be controlled.

  FIG. 3 is a flowchart showing a process for determining whether or not the engine is in a supercharging state. This process is repeatedly performed by the engine ECU 20 at a predetermined time period.

  In FIG. 3, in step S <b> 11, it is determined whether or not a supercharging state flag indicating that the supercharging state is present is off. If the supercharging state flag is off (S11: YES), it is determined in step S12 whether the intake pressure is greater than a supercharging threshold. If the intake pressure is less than or equal to the supercharging threshold (S12: NO), the process ends. When the intake pressure is larger than the supercharging threshold value (S12: YES), the supercharging state flag is turned on in step S13, and the process is terminated.

  If the supercharging state flag is on in step S11 (S11: NO), it is determined in step S14 whether the intake pressure is equal to or lower than the supercharging threshold. If the intake pressure is equal to or lower than the supercharging threshold (S14: YES), the supercharging state flag is turned off in step S15, and the process is terminated. If the intake pressure is greater than the supercharging threshold (S14: NO), the process is terminated.

  FIG. 4 is a flowchart showing a process for limiting the throttle opening. This process is repeatedly performed by the engine ECU 20 at a predetermined time period.

  In FIG. 4, in step S21, it is determined whether or not the supercharging state is off. When the supercharging state is off (S21: YES), the process is terminated in step S22 with the restriction on the throttle opening being turned off. If the supercharging state flag is on (S21: NO), it is determined in step S23 whether the throttle opening is less than a guard value. When the throttle opening is less than the guard value (S23: YES), the process of step S22 is performed. At this time, the guard value is provided for the purpose of limiting the intake air amount when the ignition energy is insufficient in the supercharged state.

  If the throttle opening is equal to or greater than the guard value (S23: NO), the output voltage (power generation voltage) of the alternator 41 is detected in step S24, and after the start of increase in the power generation voltage, the generated voltage It is determined whether or not has increased to the supercharging voltage (13V). If the generated voltage has increased to the supercharging voltage (13 V), in step S25, it is determined whether or not the switch state is “MOS switch 51: on, SMR switch 52: off”. When the switch state is “MOS switch 51: ON, SMR switch 52: OFF” (S25: YES), the process of step S22 is performed.

  When the generated voltage does not rise to the supercharging voltage (13 V) (S24: NO), or when the switch state is not “MOS switch 51: ON, SMR switch 52: OFF” (S25: NO), in step S26, the throttle opening restriction is turned on and the process is terminated.

  FIG. 5 is a flowchart showing the switch switching process. This process is performed by the idle stop ECU 60 at a predetermined time period.

  In FIG. 5, in step S31, it is determined whether or not the supercharging state flag is on. When the supercharging state flag is on (S31: YES), in step S32, the states of the switches 51 and 52 are acquired from the battery ECU 53, and whether or not “MOS switch 51: off, SMR switch 52: on” is determined. Make a decision. When the states of the switches 51 and 52 are “MOS switch 51: off, SMR switch 52: on” (S32: YES), in step S33, the battery ECU 53 is instructed to turn on the MOS switch 51. Do. In step S34, it is determined whether or not the MOS switch 51 is on. When the MOS switch 51 is in the off state (S34: NO), the system waits and confirms that the MOS switch 51 is in the on state (S34: YES). In step S35, the engine ECU 20 is notified of the switch state. The process ends. When the supercharging state flag is off (S31: NO), in step S35, the engine ECU 20 is notified of the switch state, and the process is terminated.

  If it is not “MOS switch 51: OFF, SMR switch 52: ON” (S32: NO), whether or not the state of the switches 51, 52 is “MOS switch 51: ON, SMR switch 52: ON” in step S36. Make a decision. If the state of the switches 51 and 52 is not “MOS switch 51: ON, SMR switch 52: ON” (S36: NO), the process is terminated. When the states of the switches 51 and 52 are “MOS switch 51: ON, SMR switch 52: ON” (S36: YES), in step S37, it is determined whether or not the switch current IMOS has decreased below a predetermined current value. to decide. If the switch current IMOS is larger than the predetermined current value (S37: NO), the system waits and confirms that the switch current IMOS is equal to or lower than the predetermined current value (S37: YES). In step S38, the SMR switch 52 is turned on. The battery ECU 53 is instructed to be in the off state. In step S39, it is determined whether or not the SMR switch 52 is off. When the SMR switch 52 is in the on state (S39: NO), the system waits and confirms that the SMR switch 52 is in the off state (S39: YES). In step S35, the engine ECU 20 is notified of the switch state. The process ends.

  FIG. 6 is a flowchart showing power generation stop / restart processing. This process is performed by the engine ECU 20 at a predetermined time period.

  In step S41 in FIG. 6, it is determined whether or not the supercharging state flag is on. When the supercharging state flag is off (S41: NO), the process is terminated. If the supercharging state flag is on (S41: YES), it is determined in step S42 whether or not the SMR switch 52 is on. If the SMR switch 52 is on (S42: YES), in step S43, it is determined whether the alternator 41 is generating power. When the alternator 41 is generating power (S43: YES), in step S44, the alternator 41 is controlled to stop power generation, and the process is terminated. When it is determined that the alternator 41 is not generating power (S43: NO), the process is terminated. When the SMR switch 52 is in the on state, it is necessary to reduce the switch current IMOS below a predetermined value when the SMR switch 52 is in the off state. Therefore, the power generation of the alternator 41 is stopped by the processing of steps S42 to S44 when the SMR switch 52 is on.

  If it is determined in step S42 that the switches 51 and 52 are “MOS switch 51: ON, SMR switch 52: OFF” (S42: NO), whether or not the alternator 41 is in a power generation stop state in step S45. Judging. When the alternator 41 is in the power generation stop state (S45: YES), in step S46, the alternator 41 is controlled to restart the power generation, and the process ends. When it is determined that the alternator 41 is generating power (S45: NO), the process is terminated.

  FIG. 7 is a flowchart showing a process of increasing the set voltage Vreg of the generated voltage by the alternator 41. The process of setting the set voltage Vreg is executed by the engine ECU 20 controlling the regulator of the alternator 41. This process is performed by the engine ECU 20 at a predetermined time period.

  In step S51 in FIG. 7, it is determined whether or not the supercharging state flag is on. When the supercharging state flag is on (S51: YES), the switch state is acquired from the battery ECU 53, and it is determined whether or not the switch state is “MOS switch 51: on, SMR switch 52: off”. Do. When the switch state is “MOS switch 51: ON, SMR switch 52: OFF” (S52: YES), in step S53, the regulator of the alternator 41 is controlled, and the set voltage Vreg is set to the set voltage (13V when supercharging). ) And finish the process. When the supercharging state flag is OFF (S51: NO), or when the state of the switch is not “MOS switch 51: ON, SMR switch 52: OFF” (S52: NO), the set voltage Vreg is set in step S45. The processing ends with the normal voltage (12.5 V).

  FIG. 8 is a timing chart showing an example of control according to the present embodiment. In this timing chart, the switch states are “MOS switch 51: off, SMR switch 52: on” at the time when the supercharging state flag is turned on from off.

  In FIG. 8, at time T0, the intake pressure exceeds the supercharging threshold, and the supercharging state flag is turned on from off. At time T1, the throttle opening reaches the guard value. Here, since the switch states are not “MOS switch 51: ON, SMR switch 52: OFF”, and the generated voltage has not been increased, the throttle opening is limited by the guard value.

  At time T2, the MOS switch 51 is changed from the off state to the on state under the control of the battery ECU 53. At time T3, the power generation in the alternator 41 is stopped under the control of the engine ECU 20. At time T4, the battery ECU 53 confirms that the switch current IMOS has become a predetermined value or less, and the SMR switch 52 is turned off under the control of the battery ECU 53. At time T5, the engine ECU 20 confirms that the switch state is “MOS switch 51: ON, SMR switch 52: OFF”, re-executes power generation in the alternator 41, controls the regulator, and sets the set voltage Vreg. Is increased to an appropriate voltage value (13 V) in the supercharging state. Thereafter, the engine ECU 20 releases the restriction on the throttle opening.

  At time T6, the intake pressure becomes a value less than the supercharging threshold, and the supercharging state flag is turned off. The engine ECU 20 controls the regulator to lower the set voltage Vreg to an appropriate voltage value (12.5 V) during normal running. After the set voltage Vreg decreases, the battery ECU 53 turns on the SMR switch 52. After confirming that the SMR switch 52 is turned on, the engine ECU 20 stops power generation in the alternator 41. Then, it is confirmed that the switch current IMOS has become equal to or less than a predetermined value, and the battery ECU 53 controls the MOS switch 51 to turn it off. The engine ECU 20 confirms that the switch state is “MOS switch 51: OFF, SMR switch 52: ON”, and performs power generation in the alternator 41 again.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  (1) At the time of supercharging by the supercharging means, the MOS switch 51 is turned on and the SMR switch 52 is turned off so that power can be supplied from the alternator 41 to the ignition coil 25, and the generated voltage of the alternator 41 is not supercharged. It is controlled to be higher than the time. Thereby, even if the combustion chamber is highly compressed as a result of supercharging, it is possible to ensure ignition energy for properly generating spark discharge in the highly compressed state. In addition, although the power generation voltage of the alternator 41 rises with the MOS switch 51 turned on, the SMR switch 52 is cut off, so that the overcharge of the lithium ion storage battery 43 is suppressed.

  As described above, the power supply device BS including the lead storage battery 42 and the lithium ion storage battery 43 and the alternator 41 that charges each of these storage batteries is used, and spark discharge is generated in the combustion chamber of the engine body 10 by the power supply from the power supply device BS. In the vehicle control system, an appropriate ignition operation can be realized even when the engine body 10 is supercharged.

  The SOC usage range of the lead storage battery 42 is about 90% ± 2%, and the SOC usage range of the lithium ion storage battery 43 is about 30% to 80%. For this reason, especially when the SOC of the lithium ion storage battery 43 is low, when the alternator 41 and the lithium ion storage battery 43 are energized, the generated power is supplied to the lithium ion storage battery 43. As a result, the power supplied to the ignition coil 25 May decrease. By controlling the switches 51 and 52, when the combustion chamber is highly compressed due to supercharging, the power supply to the lithium ion storage battery 43 is stopped to enable the power supply to the ignition coil 25. .

  (2) During supercharging, switching of the switch and voltage increase in the generator are carried out, but it takes time to perform arithmetic processing and the like in each ECU. Therefore, it is considered that there is a slight delay with respect to the timing of the supercharging start by the supercharging means until the switch switching or the voltage increase in the generator is completed.

  In this regard, in the above configuration, the amount of intake air is limited to a predetermined amount at the beginning of the transition to the supercharging state. In this case, after it is determined that the supercharging means is in the supercharging state, it is possible to limit the inflow of air into the combustion chamber during the period until the switch switching or the voltage increase in the generator is completed. . Thereby, even if it is in a supercharging state, the high compression in the combustion chamber accompanying the supercharging is suppressed, and as a result, the situation where ignition energy becomes insufficient can be prevented.

  (3) After the start of increase in the power generation voltage of the alternator 41 and on the condition that the power generation voltage has increased to the target power generation voltage (13 V) at the time of supercharging, the engine ECU 20 causes the throttle actuator 13 to The intake is increased by controlling and releasing the restriction of the throttle opening at the guard value. Thereby, the intake air amount can be increased in accordance with the timing at which the power supplied to the ignition coil 25 is increased. In addition, by constantly acquiring the switch state, it is possible to make the timing for releasing the restriction on the throttle opening more suitable.

  (4) Except for the case where the lithium ion storage battery 43 is charged, the battery ECU 53 controls the MOS switch 51 to be turned off and the SMR switch 52 to be turned on. Accordingly, excessive charging of the lithium ion storage battery 43 can be prevented, and the generated energy in the alternator 41 during regenerative power generation can be efficiently charged to the lithium ion storage battery 43. For this reason, at the start of supercharging, it is assumed that the switch is switched from the switch state of “MOS switch 51: off, SMR switch 52: on”. Therefore, by controlling the battery ECU 53, the power supply from the MOS switch 51 to the electric load 49 on the lithium ion storage battery 43 side is continued by turning the MOS switch 51 on before the SMR switch 52 is turned off. Is possible.

  Further, after the MOS switch 51 is turned on and before the SMR switch 52 is turned off, the engine ECU 20 stops the power generation by the alternator 41, so that the voltage supplied to the electric load 49 is Prevents sudden rises due to switching. Thereby, it is possible to suppress abnormal operation of the electrical load 49 and the like.

  When the switch state is switched to “MOS switch 51: ON, SMR switch 52: OFF”, the engine ECU 20 performs power generation by the alternator 41 and controls the regulator to increase the set voltage Vreg. . As a result, the voltage of the power output from the alternator 41 can be increased at a suitable timing, and the power supplied to the ignition coil 25 can be increased.

  Further, the engine ECU 20 constantly acquires the states of the MOS switch 51 and the SMR switch 52 from the battery ECU 53. As a result, the engine ECU 20 can quickly control the alternator 41 based on the switch state. Specifically, the period required from time T2 to T3 shown in FIG. 8 (period required to confirm the switching of the MOS switch 51 and stop the alternator 41), and the period required from time T4 to T5 (SMR switch). It is possible to shorten the period required to restart the alternator 41 after confirming the switching of 52. Thereby, the time concerning the whole process is shortened. In particular, by shortening the period during which the throttle opening is limited, it is possible to improve the response to the accelerator operation by the driver and to suppress the decrease in drivability.

(Other embodiments)
You may change the said embodiment as follows, for example.

  -It is good also as a structure which makes the guard value of throttle opening small according to progress of deterioration of the spark plug 27. FIG. That is, the engine ECU 20 calculates the degree of deterioration of the spark plug 27 based on the travel distance of the vehicle, and calculates a suitable guard value based on the calculated degree of deterioration. In the throttle opening guard setting process shown in FIG. 4, the throttle opening is limited using the calculated guard value. As a result, the intake air amount can be limited in accordance with the degree of deterioration of the spark plug 27, and misfire during traveling can be suppressed.

  -It is good also as a structure which can be switched whether the throttle opening restriction | limiting at the beginning of supercharging is implemented. For example, it is configured to be selectable by a switch operation by a driver. By not restricting the throttle opening, it is possible to quickly supercharge the combustion chamber of the engine body 10 and improve the response to the accelerator operation by the driver.

  Even if the alternator 41 is generating power, if the output of the alternator 41 (that is, power supply to the battery unit 44) is stopped by a switch or the like, there is no possibility of overpowering the lithium ion storage battery 43 from the alternator 41. . Therefore, when the engine ECU 20 is in the supercharged state, the output of the alternator 41 is stopped even if the switches 51 and 52 are not “MOS switch 51: ON, SMR switch 52: OFF”. On the condition, the process of increasing the set voltage Vreg of the generated voltage may be performed. As a result, it is possible to shorten the period from when the supercharging flag is turned on until the generated voltage rises.

  In the above embodiment, on condition that the generated voltage has increased and the states of the switches 51 and 52 are “MOS switch 51: on, SMR switch 52: off” (FIG. 4: steps S24 and S25). ) Remove the restriction on the throttle opening guard value. Instead of this configuration, the restriction on the throttle opening may be canceled on the condition that a predetermined time has passed after the restriction on the throttle opening by the guard value. Here, the time until the restriction is released is limited by the guard value of the throttle opening, the generated voltage increases, and the states of the switches 51 and 52 are “MOS switch 51: ON, SMR switch 52. : "Off" is preliminarily determined based on the history and the test so as to suit the time. Thereby, it becomes possible to cancel the restriction of the throttle opening at a suitable timing.

  In the above embodiment, the condition that the restriction by the guard value of the throttle opening is released (FIG. 4: step S24) is that “the generated voltage has increased”. Instead of this configuration, as a condition for releasing the restriction by the guard value of the throttle opening, “the engine ECU 20 increases the set voltage Vreg from the normal voltage (12.5 V) to the supercharged voltage (13 V). It is good also as a condition that "the control to start" is started. As a result, regarding the time when the throttle opening guard value is limited, “the engine ECU 20 performs control to increase the set voltage Vreg from the normal voltage (12.5 V) to the supercharging voltage (13 V). It is possible to shorten the time from “start” until “the generated voltage increases”, and to improve the response to the accelerator operation by the driver.

  In the above embodiment, the vehicle ECU is controlled using the engine ECU 20, the battery ECU 53, and the idle stop ECU 60. However, the present invention is not limited to this. That is, any two or all of these ECUs may be integrated into one. For example, if the battery ECU 53 and the idle stop ECU 60 are configured by a single ECU, the switching of the switches 51 and 52 is completed after the start of supercharging for the time required for communication between the two ECUs. The time until is shortened. As a result, the time for limiting the intake air amount can be shortened, the response to the accelerator operation by the driver can be improved, and the decrease in drivability can be suppressed. Moreover, you may provide ECU which performs control with respect to different apparatuses, such as control of the ignition device 15, control of the alternator 41, as separate ECU.

  In the above embodiment, the power generation of the alternator 41 is stopped after the MOS switch 51 is switched from OFF to ON. In addition, the SMR switch 52 is turned off from on after confirming that the alternator 41 has stopped generating power by reducing the switch current IMOS. Here, the MOS switch 51 and the SMR switch 52 may be switched at the timing when the supercharging state flag is turned on.

  In each of the above embodiments, the lead storage battery 42 is used as the first storage battery and the lithium ion storage battery 43 is used as the second storage battery, but this may be changed. For example, another secondary battery such as a nickel-cadmium storage battery or a nickel hydride storage battery may be used as the second storage battery. Alternatively, both may be lithium ion storage batteries.

  As a determination that the turbocharger is in a supercharged state, it may be determined that the turbocharger 30 is in a supercharged state by comparing the accelerator operation amount with a predetermined value.

  DESCRIPTION OF SYMBOLS 15 ... Ignition device (ignition means), Engine ECU20 (supercharging determination means, power generation control means), 25 ... Ignition coil, 27 ... Spark plug, 30 ... Turbocharger (supercharging means), 41 ... Alternator (generator), 42 ... lead storage battery (first storage battery), 43 ... lithium ion storage battery (second storage battery), 51 ... MOS switch (first switch), 52 ... SMR switch (second switch), 60 ... idle stop ECU (switch control means) ), EG ... engine (internal combustion engine), BS ... power supply device.

Claims (5)

Electric power is supplied to an in-vehicle electric load, and an internal combustion engine (EG) including a supercharging means (30) for supercharging intake air, an ignition means (15) for generating spark discharge in the combustion chamber and burning fuel. A vehicle control system comprising a power supply device (BS),
The power supply device
A generator (41) capable of adjusting the voltage of the generated power;
A first storage battery and a second storage battery (42, 43) connected in parallel to the generator;
A first switch (51) is provided in series in a power supply path between the generator and the first storage battery and the second storage battery, and switches between conduction and disconnection between the generator, the first storage battery and the second storage battery. ) And the second switch (52),
With
An ignition coil (25) of the ignition means is connected as the in-vehicle electric load between the first switch on the first storage battery side and the second switch on the second storage battery side in the power supply path. Has been
Supercharging determination means (20) for determining that the supercharging means is in a predetermined supercharging state;
When it is determined by the supercharging determination means that the supercharging means is in a predetermined supercharging state, the first switch is turned on and the second switch is turned off. Switch control means (60) for controlling;
Similarly, when it is determined by the supercharging determination means that the supercharging means is in a predetermined supercharging state, the power generation voltage of the generator is set to be higher than that in a non-supercharging state that is not the supercharging state. Power generation control means (20) for controlling power generation;
A vehicle control system comprising: The internal combustion engine includes air amount adjusting means (12) for adjusting the intake air amount,
When the supercharging determination unit determines that the supercharging unit is in a predetermined supercharging state, the air amount adjusting unit limits the intake air amount to a predetermined amount at the beginning of the transition to the supercharging state. The vehicle control system according to claim 1, further comprising an air amount control means (20) for controlling the air flow. When it is determined that the power generation control unit is in a supercharged state, the power generation control unit is in a non-supercharged state after it is determined that the first switch is in a conductive state and the second switch is in a cutoff state. The power generation control is performed so that the power generation voltage becomes high,
The vehicle control system according to claim 2, wherein the air amount control unit ends the restriction of the intake air amount after control for increasing the generated voltage is started by the power generation control unit. The switch control means is configured such that when the supercharging determination means determines that the supercharging means is in a predetermined supercharging state, the first switch is shut off and the second switch is in a conductive state. The first switch is switched from cutoff to conduction first, and then the second switch is switched in a state where the generator is not generating electricity and the current flowing through the power supply path is equal to or less than a predetermined switch cutoff permission current. Switch from continuity to cutoff,
4. The vehicle control system according to claim 2, wherein the power generation control unit performs control to increase the power generation voltage after the switch control unit completes switching of the both switches. 5. A deterioration determining means for determining a deterioration state of the spark plug (27) in the ignition means;
The vehicle control system according to any one of claims 2 to 4, wherein the air amount control unit variably sets the predetermined amount based on a plug deterioration state determined by the deterioration determination unit.

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