JP3531619B2 - Power generation control device for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention, for example, a four-wheel drive vehicle in which an auxiliary drive wheel is driven by an electric motor and a main drive wheel is driven by an internal combustion engine. The present invention relates to a vehicular power generation control device that controls the generated voltage.

[0002]

2. Description of the Related Art An example of such a vehicle power generation control device is described in Japanese Patent Application Laid-Open No. 2000-318473. This conventional technique is configured such that an internal combustion engine, that is, an engine drives the main drive wheels, and an electric motor, that is, a motor drives the auxiliary drive wheels. Electric power for operating the motor is generated by a generator, and the generator is generated by an engine. The voltage generated by the generator is controlled by the electronic control unit.

[0003]

However, in the above-described conventional vehicle power generation control device, there is no countermeasure against a failure due to so-called excessive power generation, which is an excessively high power generation voltage. Then, the drive torque of the motor, which is an actuator, becomes too large, and the auxiliary drive wheel may slip on the low μ road surface, or the motor itself may generate excessive heat or deteriorate.

The present invention was developed in view of these problems, and detects excessive power generation and reduces the engine speed to prevent slip of the auxiliary drive wheels and excessive heat generation and deterioration of the motor itself. An object of the present invention is to provide a vehicular power generation control device capable of preventing suppression.

[0005]

In order to achieve the above object, a vehicular power generation control device according to claim 1 of the present invention is operated by a generator generated by an internal combustion engine and generated power of the generator. And an electric power generation voltage control means for controlling the electric power generation voltage of the generator, the electric power generation voltage control means detecting excess electric power generation when the electric power generation voltage of the generator is a predetermined value or more. An excess power generation detecting means; and an excess power generation internal combustion engine speed limiting means for limiting the rotation speed of the internal combustion engine when the excess power generation detecting means detects excess power generation .
Is an electric motor, and the wheels driven by this electric motor
With the wheels driven by the internal combustion engine,
The motor torque control means for controlling the torque is provided, and
The surplus power generation detecting means is the power generation by the electric motor torque control means.
The predetermined value is set according to the torque command value of the motive .

For a vehicle according to claim 2 of the present invention
In the invention of claim 1, the power generation control device is the
The surplus power generation detecting means is the power generation by the electric motor torque control means.
Generated power when the torque command value of the motive is less than a predetermined value
Is characterized by determining that is greater than or equal to a predetermined value.
Of. Further, in the vehicular power generation control device according to claim 3 of the present invention, in the invention according to claim 1 or 2 , the excessive power generation internal-combustion-engine speed limiting means reduces the rotational speed of the internal combustion engine. It is characterized in that it is provided with a shift control means at the time of excessive power generation for controlling the shift of the automatic transmission .

[0007]

[0008]

The vehicle power generation control device according to claim 1 of the present invention detects excessive power generation when the power generation voltage of the generator is equal to or higher than a predetermined value, and causes excess power generation. When it is detected that power is being generated, the rotational speed of the internal combustion engine that rotationally drives the generator is limited, so the rotational speed of the generator is also limited, and the generated voltage is reduced to prevent excessive power generation from being suppressed. Therefore, for example, when the auxiliary drive wheels are driven by the electric motor with the electric power generated by the generator, the auxiliary drive wheels can be prevented from slipping, or excessive heat generation and deterioration of the electric motor itself can be suppressed. Can be prevented. And the wheels driven by the electric motor and the internal combustion engine
When equipped with driven wheels, a torque command for the motor
A configuration that sets a predetermined value for detecting excess power generation according to the value
Therefore, it changes depending on the torque command value to the electric motor.
Set a predetermined value to detect excess power generation according to the power generation voltage
It becomes possible to detect over-generation more accurately
be able to.

Also, for a vehicle according to claim 2 of the present invention.
According to the power generation control device, the torque command value of the electric motor is a predetermined value.
When it is below, it is determined that the generated power is above the specified value.
Since the configuration is fixed, the wheels are driven by the electric motor.
Power generation when there is no change, that is, when there is no change
It becomes possible to compare the pressure with a predetermined value, and even more
Power generation can be accurately detected. Further, according to the vehicle power generation control device of the third aspect of the present invention, since the shift control of the automatic transmission is performed so that the rotation speed of the internal combustion engine becomes small, the rotation speed of the internal combustion engine is further limited. As a result, it is possible to further prevent and prevent excessive power generation, and it is possible to run at high speed even if the rotational speed of the internal combustion engine is limited.

[0010]

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of a vehicle power generation control device of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram of a vehicle showing an embodiment of a vehicle power generation control device according to the present invention. In this embodiment, the front left and right wheels 1F
4 shows a four-wheel drive vehicle in which L and 1FR are driven by the engine 2 and rear left and right wheels 1RL and 1RR are driven by a motor 3. The front left and right wheels 1FL, 1FR are connected to the engine 2 via the automatic transmission 4, and are the main driving wheels that are constantly driven by the driving force from the engine 2 while traveling, and the rear left and right wheels 1R.
L and 1RR are clutches 5 provided between the motor 3 and
This is a so-called standby type auxiliary drive wheel in which the driving force from the motor 3 is intermittently applied. Reference numeral 10 in the figure is a speed reducer.

The motor 3 is driven by the electric power generated by the generator 6. It is the engine 2 that drives the generator 6 to generate electricity. This generator 6 can control the generated voltage by a magnetic field control type generator driving device 7, so that the motor 3 is directly driven by the generated power of the generator 6 without passing through a power storage device. To be done. The motor 3 requires the rear left and right wheels 1RL,
Drive torque to 1RR, for example, generator drive device 7
By converting the torque command value to the motor into a duty ratio or the like, the generated voltage generated by the generator 6 can be controlled, and the drive torque of the motor 3 can be controlled accordingly. The voltage generated by the generator 6 is monitored by the voltage sensor 8.

The engine 2 has its rotation speed and generated torque controlled by an engine control unit 11. Specifically, by controlling the opening of the throttle valve 9, the engine speed and the generated torque are controlled. The so-called gear position of the automatic transmission 4 is controlled by the transmission control unit 12. Specifically, the gear position is controlled by controlling the disengagement of friction elements such as clutches and brakes required for each gear position.

The generator drive unit 7 is controlled by a four-wheel drive control unit 13. Specifically, according to the calculation processing described later, the torque generated by the motor 3 is calculated from the difference value between the front left and right wheel speeds that are the main drive wheels and the rear left and right wheel speeds that are the auxiliary drive wheels, and that is output as a command value. Then, the generator driving device 7 converts it into a duty ratio or the like, and drives the generator 6 so that the generated voltage according to the torque command value is generated. Further, the four-wheel drive control unit 13 includes the rear left and right wheels 1RL, 1R.
It also controls the engagement / disengagement of the clutch 5 interposed between the R and the motor 3. That is, the clutch 5 is engaged in the four-wheel drive state, that is, when the driving torque is applied to the rear left and right wheels 1RL and 1RR, and the clutch 5 is released in the non-four-wheel drive state. In addition, this four-wheel drive control unit 13
Is the generated voltage detected by the voltage sensor 8 and the motor 3
The rotation speed of is also monitored. Further, the four-wheel drive control unit 13 is configured to mutually communicate with the engine control unit 11 and the transmission control unit 12 so as to exchange necessary information with each other.

The four-wheel drive control unit 13
Is configured by incorporating an arithmetic processing unit such as a microcomputer (not shown). A calculation process for the motor torque command value T _{M, the} engine rotation limit, and the shift position request, which is performed in the calculation processing device, will be described with reference to the flowchart of FIG. It should be noted that, in this arithmetic processing, although a step for communication is not particularly provided, the arithmetic result calculated by the arithmetic processing device is stored in the storage device at any time, and the information stored in the storage device stores the information of the arithmetic processing device at any time. It is designed to be transmitted and stored in a buffer or the like.

Then, this arithmetic processing is, for example, 10 mse.
c. By timer interrupt processing every predetermined control time ΔT
First, in step S1, the motor torque finger is
Order T _MIs calculated. Specifically, before the main drive wheels
Difference value Δ between the left and right wheel speeds and the rear left and right wheel speeds, which are the auxiliary driving wheels
V is calculated, and a motor torque command according to the difference value ΔV
Value T_MTo calculate. The motor torque command value T_MCalculation of
The output method is to detect the output torque of the main drive wheels and the road surface μ,
Difference from road surface reaction torque calculated based on the road surface μ
May be calculated according to

Next, in step S2, the generated voltage V _G of the generator 6 detected by the voltage sensor 8 is read.
Next, in step S3, it is determined whether or not the motor torque command value T _M calculated in step S1 is a relatively large predetermined value T ₁ or more, as shown in FIG. If the command value T _M is greater than or equal to the predetermined value T ₁ , the process proceeds to step S4, and if not, the process proceeds to step S5.

At step S5, at step S1
As shown in FIG. 3, it is determined whether the motor torque command value T _M calculated in step 3 is a relatively small predetermined value T ₂ or more, and the motor torque command value T _M is a predetermined value T ₂ or more. If so, the process proceeds to step S6, and if not, the process proceeds to step S7. In the step S6, I read in the step S2 the generator voltage V _G is, as shown in FIG. 3, it determines whether a relatively large predetermined value V ₁ above, the generator voltage V _G is If it is greater than or equal to the predetermined value V ₁ , the process proceeds to step S8, and if not, the process proceeds to step S4.

At step S7, at step S2
As shown in FIG. 3, it is determined whether the generator voltage V _G read in step 3 is a relatively small predetermined value V ₂ or more, and the generator voltage V _G is a predetermined value V ₂ or more. To step S8, otherwise step S8
Go to 4. The map of FIG. 3 is for determining whether or not the generator voltage V _G is in the excessive power generation state, and the region where the motor torque command value T _M is the relatively small predetermined value T ₂ or less is The driving voltage is not applied to the rear left and right wheels 1RL and 1RR, which are the sub-driving wheels, and the two-wheel drive mode is set. Naturally, the generator voltage V _G should be small, so the threshold value for excess power generation is also set. Relatively small predetermined value V
_2, and therefore the motor torque command value T _M is a predetermined value T ₂ the following areas, the generator voltage V _G is considered to be excessive power when more than a predetermined value V _2. On the other hand, in a region where the motor torque command value T _M is equal to or larger than the relatively large predetermined value T ₁ , a large generator voltage V _G may be temporarily generated, so that the excessive power generation determination is not performed in that region. Since there is no risk of erroneous detection, no threshold is set. Then, in the region where the motor torque command value T _M is the relatively small predetermined value T ₂ or more and the relatively large predetermined value T ₁ or less, the required generator voltage V _G also becomes a little larger, so the threshold value of the excessive power generation is increased. Is set to a relatively large predetermined value V _1, and therefore, in this region, when the generator voltage V _G is equal to or larger than the predetermined value V _1, it is considered to be excessive power generation.

In step S8, the engine speed limit flag F _ENG is set to "1" to limit the engine speed of the engine 2, and then the process _proceeds to step S9. In step S9, the engine rotation limit flag F _ENG is directed toward the engine control unit 11.
Is output and then the process proceeds to step S10.

In step S10, the required shift position P is set according to the control map shown in FIG. 4, which will be described later, and then the process proceeds to step S11. In step S11, the required shift position P is output toward the transmission control unit 12, and then the process proceeds to step S12. On the other hand, in step S4, the engine speed limit flag F _ENG is reset to "0" to cancel the speed limit of the engine 2 and then step S1 is performed.
Move to 3.

In step S13, the engine speed limit flag F _ENG is output to the engine control unit 11, and then the process _proceeds to step S14. In step S14, the required shift position P is set to "0", that is, normal gear position control is performed, and then the process proceeds to step S15. Step S15
Then, after the required shift position P is output toward the transmission control unit 12, the step S1 is performed.
Move to 2.

Then, in step S12, the motor torque command value T _M calculated in step S1 is output to the generator driving device 7, and then the main program is restored. Next, step S1 of the arithmetic processing of FIG.
The required shift position P set at 0 will be described. The required shift position indicates a gear position required of the transmission control unit 12 so as to be achieved by the automatic transmission 4.

In normal gear position control, for example, as shown in FIG. 5, when the horizontal axis is the vehicle speed consisting of the main drive wheel speed and the vertical axis is the accelerator opening as the required engine load,
The higher the vehicle speed and the larger the accelerator opening, the farther the upshift shift point is set, that is, the upshift does not easily occur. In other words, in such a situation, the engine speed will increase.

On the other hand, the shift to step S8 in the arithmetic processing of FIG. 2 has been detected in the control map of FIG. 3 to be excessive power generation. If excessive power generation occurs, the driving torque of the motor 3 becomes too large, the rear left and right wheels 1RL, 1RR that are sub-driving wheels slip, and the motor 3 overheats or deteriorates. It is necessary to reduce the generator voltage by making it smaller. Therefore, for example, as shown in FIG. 4a, the control map is changed so that the shift point of the upshift is close, that is, the upshift is immediately performed even when the vehicle speed is low or the accelerator opening is large, and the control map is obtained. The required gear position is designated as the required shift position P.

FIG. 4b is a control map in which the required shift position P is different, and the map is forcibly upshifted at a certain vehicle speed regardless of the accelerator opening. If such a control map is used, the engine speed can be suppressed as low as possible. FIG. 4c is a further different control map of the required shift position P. With respect to the gear position with a large reduction ratio, the gear shift point becomes a little distant when the accelerator opening is large, that is, it does not easily upshift. That is, a gear position with a large reduction ratio is selected when the vehicle is traveling at a low speed, such as when starting, so after starting, when the accelerator opening is large, the engine speed is slightly increased to increase the engine torque and acceleration performance is improved. I am trying to get it.

On the other hand, step S4 of the arithmetic processing shown in FIG.
If it shifts to, it is determined that it is not excessive power generation, so in step S14, the required shift position P is set to "0", and the normal upshift control as shown in FIG. 5 is performed, for example. Next, the arithmetic processing of FIG. 6 performed by the engine control unit 11 will be described. This calculation process is also executed by the timer interrupt process at every predetermined control time ΔT of, for example, about 10 msec. First, in step S101, the engine rotation limit flag F _ENG set in the calculation process of FIG. 2 is "1". It is determined whether or not it is in the set state, and if the engine rotation limit flag F _ENG is in the set state, step S102.
If not, the process proceeds to step S103.

In step S102, the engine speed is limited to a predetermined value N ₁ or less set to, for example, 2500 rpm., The engine rotation state is controlled, and then the process returns to the main program. On the other hand, in step S103
Then, the engine rotation state is normally controlled and then the main program is restored.

Next, the transmission control unit 1
The calculation process of FIG. 7 performed in 2 will be described. This arithmetic processing is also executed by the timer interrupt processing at every predetermined control time ΔT of, for example, about 10 msec. First, in step S201, the required shift position P set by the arithmetic processing of FIG. If the required shift position P is "2", the process proceeds to step S202, and if not, the process proceeds to step S203.

In step S202, the gear position is set to 2
After upshifting to the fast position, return to the main program. In step S203, it is determined whether or not the required shift position P set in the arithmetic processing of FIG. 2 is "3" representing the third speed, and if the required shift position P is "3", The process proceeds to step S204, and if not, the process proceeds to step S205.

In step S204, the gear position is set to 3
After upshifting to the fast position, return to the main program. In step S205, it is determined whether or not the required shift position P set in the arithmetic processing of FIG. 2 is "4" representing the fourth speed. If the required shift position P is "4", The process proceeds to step S206, and if not, the process proceeds to step S207.

In step S206, the gear position is set to 4
After upshifting to the fast position, return to the main program. Then, in step S207, the normal shift gear position control is performed, and then the process returns to the main program. FIG. 8 is a timing chart in the case where excessive power generation occurs, excess power generation is detected at the next control time, and engine rotation is limited. Thus, according to the power generation control device of the present embodiment, when excessive power generation is detected, the engine speed is limited to a predetermined value or less, the gear position of the automatic transmission is set to the upshift side, and the engine By reducing the rotation speed, it is possible to reduce the voltage generated by the generator, prevent slippage of the auxiliary drive wheels, and prevent excessive heat generation and deterioration of the motor.

In this embodiment, the example of the generated voltage control by the magnetic field control is shown. However, for example, when a transmission torque variable clutch is interposed between the generator and the engine,
A combination of controlling the transmission torque of the clutch and suppressing the generated voltage at the time of excessive power generation may be combined. Further, the vehicle power generation control device of the present invention is not limited to a four-wheel drive vehicle, but can be expanded to any type as long as it uses an actuator that operates with a generated voltage by a generator. In the vehicle equipped with the above wheels, any one of which is driven by an engine and any of the remaining is driven by a motor can be similarly applied.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of a four-wheel drive vehicle to which a vehicle power generation control device of the present invention is applied.

FIG. 2 is a flowchart of a calculation process performed in the four-wheel drive control unit of FIG.

FIG. 3 is an explanatory diagram of excessive power generation detection performed in the arithmetic processing of FIG.

FIG. 4 is a shift control map used in the arithmetic processing of FIG.

FIG. 5 is an explanatory diagram showing an example of a normal shift control map.

6 is a flowchart of a calculation process performed in the engine control unit of FIG.

7 is a flowchart of a calculation process performed in the transmission control unit of FIG.

FIG. 8 is an explanatory view of the operation of the present invention.

[Explanation of symbols]

1FL to 1RR are wheels 2 is an engine (internal combustion engine) 3 is a motor (generator) 4 is an automatic transmission 5 is a clutch 6 is a generator 7 is a generator driving device 8 is a voltage sensor 9 is a throttle valve 10 is a speed reducer 11 is an engine control unit 12 is a transmission control unit 13 is a four-wheel drive control unit

─────────────────────────────────────────────────── ─── Continued Front Page (51) Int.Cl. ⁷ Identification FI B60K 6/04 710 B60K 6/04 733 733 17/12 17/12 17/356 B 17/356 B60L 11/14 B60L 11/14 F02D 29/00 H F02D 29/00 F16H 61/02 F16H 61/02 H02P 9/04 L H02P 9/04 F16H 59:42 // F16H 59:42 59:50 59:50 B60K 6/02 (58) Survey Areas (Int.Cl. ⁷ , DB name) B60K 6/02-6/06 B60K 17/00-17/36 B60K 41/00-41/28 B60L 11/02-11/14 F02D 29/00-29 / 06 H02P 9/00-9/48 F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (3)

(57) [Claims] 1. A generator that generates power by an internal combustion engine, an actuator that operates with generated power of the generator, and a generated voltage control unit that controls a generated voltage of the generator, the generated voltage control unit comprising: Excessive power generation detection means for detecting excess power generation when the power generation voltage of the generator is equal to or higher than a predetermined value, and the rotation speed of the internal combustion engine when excess power generation detection means detects excess power generation. and a excess power when the internal combustion engine rotation speed limiting means for limiting the
The actuator is an electric motor and is driven by this electric motor.
And a wheel driven by the internal combustion engine.
In addition, the motor torque control means for controlling the torque of the motor
The excessive power generation detection means includes the electric motor torque control
The predetermined value according to the torque command value of the electric motor by the means.
A vehicle power generation control device characterized by being set . 2. The excessive power generation detection means is the motor motor.
The torque command value of the motor by the Luk control means is less than or equal to a predetermined value
It is determined that the generated power is above a predetermined value when
The power generation control device for a vehicle according to claim 1, wherein
Place 3. The internal combustion engine speed limiting means at the time of excessive power generation
Changes the automatic transmission so that the engine speed decreases.
Specially equipped with shift control means for excessive power generation for speed control
The vehicle power generation control according to claim 1 or claim 2
apparatus.