JP4618809B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls a power generation state of a vehicle generator.

  Vehicles such as automobiles include headlights, small lights, brake lamps, interior lights, etc., drive motors such as power windows, wipers, air conditioners and radiator fans, and drive equipment for engine startup. Various electric devices (electric loads) are installed. And the electric power consumed by various electric equipment is obtained with the generator (generator) for vehicles driven by an engine.

  The generator is generating electricity in a state where a necessary electric capacity (target charging voltage) is ensured according to the state of the electric load of the vehicle and the like. Since the operation of the generator is accompanied by the load on the engine, the generator stops power generation when the required electric capacity (target charging voltage) is exceeded (or the power generation load is in a low load state), and when it falls below It is configured to operate the power generation (the power generation load is in a high load state). By repeating this power generation operation (high load state) and stop (low load state), the target charging voltage is maintained. Yes. And control which repeats this operation of power generation (high load state) and stop of power generation (low load state) with a predetermined control cycle for a short time has been conventionally performed. Depending on the usage situation (electric load) of the electric equipment of the vehicle, the power generation operation (high load state) and stop (low load state) are executed in a predetermined cycle so that the target charging voltage is maintained. While ensuring the required electric capacity, it is possible to control the battery not to be overcharged, and to reduce the load applied to the engine and improve the fuel efficiency.

  Specifically, a power generation control signal for changing the power generation load of the generator from a low load state to a high load state is periodically output (ON), and power generation operation (high load) is performed according to the output (ON) of the power generation control signal. State) and stop (low load state). The power generation amount is controlled by adjusting the output (ON) time of the power generation control signal in one cycle, the ratio of so-called power generation operation (high load state). That is, the power generation amount is duty-controlled for each period according to the required electric capacity at that time.

  As a generator, an alternator is known in which the power of an engine crankshaft is transmitted via a timing belt. The alternator is actuated by a timing belt wound around the crankshaft pulley and the alternator pulley, and when the power generation control signal is input (turned on) to the G terminal, the power generation load becomes a high load state, and the power generation control signal is input ( The power generation operation (high load state) is performed while the power is on. Then, the power generation control signal is cut (off) to stop power generation (low load state).

  The output of the power generation control signal is generally performed in synchronization with the crank angle signal of the engine. Or, it is repeated at a constant cycle regardless of the crank angle signal. In other words, the power generation control signal is output (turned on) repeatedly at a control cycle synchronized with the crank angle signal or at a constant control cycle (for example, 22 times / sec during idling operation), and the power generation amount is duty controlled at each control cycle. is doing. Thus, the power generation operation (high load state) of the generator and the power generation stop (low load state) are repeated for each control cycle.

  As described above, in the vehicle, a power generation command is given to the generator at a predetermined control cycle, and the power generation amount is reduced by repeating the power generation operation (high load state) and the power generation stop (low load state) in a short time. Control to adjust is implemented.

  By the way, in the implementation of power generation, when the operation of power generation (high load state) and the stop of power generation (low load state) are repeated, the power generation load depends on the operation of power generation (high load state) and stop (low load state). Fluctuates. And since the fluctuation | variation of this electric power generation load affects the rotational speed of an engine, there exists a possibility that the fluctuation | variation of an engine rotational speed may become large. For this reason, the power generation load is increased or decreased according to a predetermined timing, that is, the power generation operation (high load state) and the power generation stop (low load state) are performed according to the predetermined timing to suppress fluctuations in the engine rotation speed. (For example, refer to Patent Document 1).

JP 2006-129680 A

  When power generation is performed by repeatedly operating the generator (high load state of the power generation load) and stopping the power generation (low load state of the power generation load) during idling, the power generation load torque due to the power generation load varies periodically. To do. Further, since the engine torque also periodically varies during a series of strokes from explosion to compression, the input torque from the engine to the generator also varies periodically. Since the fluctuation cycle of the input torque to the generator changes according to the rotational speed of the engine, for example, the fluctuation cycle of the input torque and the fluctuation cycle of the power generation load torque may be in phase.

  That is, since the input torque to the generator and the generated load torque act in opposite directions, the time when the generated load torque becomes minimum (relatively positive) when the input torque becomes maximum (positive direction). It can be considered that the time when the power generation load torque becomes maximum (relatively negative direction) is almost synchronized with the time when the input torque becomes minimum (negative direction). In such a case, the positive torque and the negative torque are combined, and the torque fluctuation in the generator, that is, the difference between the maximum value and the minimum value of the torque acting on the generator increases, so the input to the generator There is a risk that an unnatural force may act on the power transmission system on the side.

  In particular, even in the case of an alternator where the power of the engine crankshaft is transmitted via a timing belt, the fluctuation cycle of the input torque input from the engine crankshaft pulley to the alternator pulley and the fluctuation of the power generation load torque acting on the alternator pulley When the cycle becomes the same phase, the power generation load torque acting relatively on the alternator pulley and the input torque from the crankshaft pulley are combined to increase torque fluctuation at the alternator pulley. As a result, the timing belt may be easily worn by the alternator pulley, and the timing belt may slip and generate noise.

  The timing belt is generally given a predetermined tension by an auto tensioner. However, if the torque fluctuation at the alternator pulley increases, the load from the timing belt to the auto tensioner becomes excessive, and the auto tensioner Damping degradation may occur in the tensioner.

  The present invention has been made in view of the above situation, and when power generation is performed so as to maintain a target charging voltage by repeating power generation operation (high load state) and power generation stop (low load state). An object of the present invention is to provide a vehicle control device that suppresses fluctuations in torque acting on a generator and prevents an unnatural force from acting on a power transmission system on the input side of the generator.

  In particular, an alternator that transmits the power of the engine crankshaft via a timing belt is controlled to maintain the target charging voltage by repeatedly operating the power generation (high load state) and stopping the power generation (low load state). It is an object of the present invention to provide a vehicle control device that suppresses fluctuations in torque acting on the alternator pulley and prevents the timing belt from being worn or squealed.

In order to achieve the above object, a vehicle control apparatus according to a first aspect of the present invention includes a vehicle generator that is driven by an engine to generate electric power, and a crank angle signal detection unit that detects a crank angle signal of the engine. And a power generation execution means for executing power generation by periodically switching the power generation load of the vehicular generator between a low load state and a high load state based on a reference time of the crank angle signal detected by the crank angle signal detection means If the order to reduce the fluctuation of the torque acting on the vehicle generator delays a predetermined time with respect to the reference timing of the timing switching to high-load state of the power generator for a vehicle wherein the crank angle signal, the engine with the variation period of the input torque and the delay control unit that controls so as to shift the fluctuation cycle of the generator load torque, the delay control means a predetermined time to delay the generator for the vehicle When the timing for switching to the high load state is synchronized with the reference timing of the crank angle signal, and the input torque that is transmitted from the crankshaft of the engine and acts on the generator for the vehicle is periodically varied. The vehicle generator was switched to a high load state so that the generation load torque of the vehicle generator that acts in a direction opposite to the input torque and periodically fluctuates in accordance with a certain period is maximized. And the time of deviation of the fluctuation cycle of the power generation load torque .

  In the first aspect of the invention, the delay control means delays the switching time of the generator from the low load state to the high load state with respect to the reference time of the crank angle signal for a predetermined time, thereby generating power. The fluctuation cycle of the input torque and the fluctuation cycle of the power generation load torque can be shifted, and the fluctuation of the torque acting on the generator is suppressed by offsetting the fluctuation of the input torque from the engine and the fluctuation of the power generation load torque. Thus, the unnatural force acting on the power transmission system on the input side of the generator can be reduced.

According to the first aspect of the present invention, the generator load is set so that the power generation load torque becomes maximum in accordance with the time when the input torque of the vehicle generator that acts by being transmitted from the crankshaft for the predetermined time to be delayed is maximum. By setting the time of deviation of the fluctuation cycle of the power generation load torque when switching to the load state, the fluctuation cycle of the input torque from the engine and the fluctuation cycle of the power generation load torque are shifted to the opposite phase, ensuring It becomes possible to cancel the fluctuation of the input torque and the fluctuation of the power generation load, and the fluctuation of the torque acting on the generator can be suppressed. Therefore, the unnatural force acting on the power transmission system on the input side of the generator can be reliably reduced.

Further, in the vehicle control device according to claim 2, the vehicle generator is a generator to which the torque of the crankshaft of the engine is transmitted via a belt, and the predetermined time delayed by the delay control means is It includes a transmission delay time of power by the belt.

In the invention of claim 2 , since the predetermined time is set in consideration of the transmission delay time of the power by the belt, the power generation load torque is more accurately determined in accordance with the state of the input torque at the generator acting by being transmitted from the crankshaft. The fluctuation period can be shifted.

The vehicle control device according to claim 3 , wherein the predetermined time delayed by the delay control means is a power generation load torque of the vehicle generator when power generation is executed in consideration of a power transmission delay time by the belt. It includes a difference time between a time when the torque becomes maximum and a time when the input torque transmitted from the crankshaft of the engine and acting on the vehicle generator becomes maximum.

In the invention of claim 3 , as the predetermined time, the difference between the time when the power generation load torque of the vehicle generator becomes maximum and the time when the input torque transmitted from the engine crankshaft and acting on the vehicle generator becomes maximum. Therefore, the fluctuation cycle of the input torque from the engine and the fluctuation cycle of the power generation load can be surely shifted to opposite phases.

In order to achieve the above object, a vehicle control apparatus according to claim 4 is a vehicle generator that generates power by transmitting torque of an engine crankshaft, and that is transmitted from the crankshaft of the engine to the vehicle generator. The power generation of the vehicular generator is performed so that the fluctuation cycle of the power generation load torque, which fluctuates periodically by switching of the power generation load of the vehicular generator, is in reverse phase with respect to the fluctuation cycle of the input torque that is applied. And a power generation control means to be executed.

In the invention of claim 4 , since the power generation is executed so that the fluctuation cycle of the power generation load torque of the generator is opposite to the fluctuation cycle of the input torque acting on the vehicle generator, the input torque from the engine Therefore, the unnatural force acting on the power transmission system on the input side of the generator can be reduced by offsetting the fluctuations in the power generation and the fluctuations in the power generation load torque.

  The vehicle control device according to the present invention suppresses torque fluctuations in the generator when the power generation operation (high load state) and the power generation stop (low load state) are repeated to suppress the torque fluctuation in the generator. The vehicle control device reduces the unnatural force acting on the power transmission system.

  FIG. 1 is a schematic system of a vehicle control apparatus according to an embodiment of the present invention, FIG. 2 is a concept showing torque conditions of a crankshaft pulley and an alternator pulley, and FIG. FIG. 4 shows the timing belt transmission delay, FIG. 5 shows the engine speed and delay time, FIG. 6 shows the map for setting the delay time relative to the engine speed, and FIG. Shows the processing flow of power generation control.

  A vehicle control apparatus that executes power generation control according to the present invention will be described with reference to FIG.

  As shown in FIG. 1, each cylinder of a multi-cylinder type (for example, three cylinders) engine 1 is provided with an intake valve 2 and an exhaust valve 3, and an intake passage 4 is connected to an intake port opened and closed by the intake valve 2. In addition, an exhaust passage 5 is connected to an exhaust port opened and closed by the exhaust valve 3. Each cylinder of the engine 1 is provided with a piston 26 that can move up and down in the cylinder, and the crankshaft is rotationally driven by the vertical movement of the piston 26. The intake passage 4 is provided with a throttle valve 6 that adjusts the intake air amount in accordance with the depression of an accelerator pedal (not shown).

  A vehicular generator (alternator) 7 driven by the rotational drive of the crankshaft of the engine 1 is provided. A crankshaft pulley 31 is provided on the crankshaft of the engine 1, and an alternator pulley 32 is provided on the alternator 7. The timing belt 8 is wound around the crankshaft pulley 31 and the alternator pulley 32, and the output of the crankshaft of the engine 1 is transmitted from the crankshaft pulley 31 to the alternator 7 via the timing belt 8 and the alternator pulley 32 to generate power. Done. A predetermined tension is applied to the timing belt 8 by the auto tensioner 33.

  The electric power generated by the alternator 7 is charged into a battery 9, lamps such as headlights, small lights, brake lamps, room lights, drive motors such as power windows, wipers, air conditioners and radiator fans, and engine 1 It is used as electric power for the load device 10 which is various electric devices (electric loads) such as driving devices at the time of starting.

  The alternator 7 is a three-phase AC generator, which converts the induced power generated in the stator into direct current and sends it to the battery 9. The amount of power generation is controlled by adjusting the induced power by controlling the field current of the rotating coil, and the field current is controlled by inputting a power generation control signal to the G terminal 11 of the alternator 7. The The field current status is output from the FR terminal 12 of the alternator 7.

  That is, when a power generation control signal is input (turned on) to the G terminal 11 of the alternator 7, a current is passed through the coil, a power generation load is generated, and power generation is started. While the power generation control signal is input (ON), power generation is activated (the power generation load is in a high load state), and the amount of power generation is controlled by the drive time of the power generation control signal. When the power generation control signal is cut (off), power generation is stopped (the power generation load is in a low load state). The power generation status of the alternator 7 is output from the FR terminal 12.

  On the other hand, the engine 1 is provided with a vane-type crank angle sensor 15 as a crank angle signal detection means, and the crank angle sensor 15 outputs a crank angle signal SGT at a predetermined crank position of each cylinder. The crank angle sensor 15 can detect the rotational speed Ne of the engine 1. The crank angle signal SGT is a signal at the compression top dead center position, and is output at timings of 75 ° BTDC and 5 ° BTDC of each cylinder, for example.

  In addition to detection signals from the crank angle sensor 15, detection signals from various sensors, vehicle speed signals, load signals indicating the usage status of load equipment, detection signals from a cooling water temperature sensor, and the like are input to an electronic control unit (ECU) 17.

  Then, the ECU 17 periodically outputs (turns on) the power generation control signal according to the crank angle signal SGT (for example, 22 times / sec), operates the power generation (high load state), and stops the power generation (low load). State) is repeated. Thus, control is performed such that the target charging voltage is maintained while securing the required power generation amount.

  Here, the torque acting on the alternator 7 will be described by taking as an example a state where the engine rotation speed is constant during idling operation or the like.

  As shown in FIG. 2, the engine torque Tq (counterclockwise direction in the figure) from the crankshaft pulley 31 is transmitted as the input torque tq (counterclockwise direction in the figure) to the alternator pulley 32 via the timing belt 8. (Positive torque). Since the engine torque Tq is periodically changed according to the stroke of the engine, the input torque tq acting on the alternator pulley 32 from the engine also periodically changes (see FIG. 3B). On the other hand, when a power generation control signal for generating power is input (turned on) to the G terminal 11 of the alternator 7, the torque Gtq (in accordance with the power generation load acting in the opposite direction to the input torque tq is applied to the alternator pulley 32. (Clockwise direction in the figure) acts (torque in the negative direction due to the power generation load). The power generation load torque Gtq fluctuates periodically by repeating the operation of power generation (high load state) and the stop of power generation (low load state) (see the middle chain line in FIG. 3C).

  The maximum value of the input torque tq (positive direction torque) acting on the alternator pulley 32 and the maximum value of the power generation load torque Gtq (negative direction torque) corresponding to the power generation load acting on the alternator pulley 32 are generated at substantially the same time. The positive direction input torque tq and the negative direction power generation load torque Gtq are offset by making the fluctuation cycle of the power generation load torque Gtq opposite to the fluctuation cycle of the so-called input torque tq. Thereby, the fluctuation | variation of the torque which acts on the alternator pulley 32 is suppressed, and the unnatural force which acts on the alternator pulley 32 grade | etc., Is suppressed.

  For this reason, the fluctuation cycle of the power generation load torque Gtq with respect to the fluctuation cycle of the input torque tq acting on the alternator pulley 32 when the alternator 7 repeats the operation of power generation (high load state) and the stop of power generation (low load state). Of the power generation control signal (switching to the high load state) to the alternator 7 is started so that the torques acting on the alternator pulley 32 are not synergized and the torque fluctuation does not increase. It is controlled.

  In order to implement such control, the ECU 17 is provided with a power generation control unit 21, and the power generation control unit 21 includes a reference time (for example, signal rise time) of the crank angle signal SGT detected by the crank angle sensor 15. Power generation control execution means 22 for outputting (turning on) a power generation control signal based on (75 ° BTDC).

  Further, delay control means 23 is provided for delaying the output of power generation of the alternator 7 or switching to a high load state (power generation control signal: ON) for a predetermined time with respect to the reference time of the crank angle signal SGT, and delays the output. The predetermined time (delay time) is corrected according to the rotational speed of the engine 1, and the corrected situation is mapped and stored in the storage unit 24. Information stored in the storage means 24 is sent to the delay time set by the delay control means 23, and a predetermined time (delay time) is corrected according to the rotational speed of the engine 1, and corrected with respect to the reference time. The power generation control signal is periodically output from the delay control means 23 to the G terminal 11 of the alternator 7 after being delayed by the predetermined time (delay time).

  A power generation control signal is output (turned on) with a predetermined time delay with respect to the reference time of the crank angle signal SGT (for example, 75 ° BTDC, which is the signal rise time), and the power generation load of the alternator 7 is switched to a high load state. By operating the power generation, the fluctuation cycle of the input torque tq applied to the alternator pulley 32 input from the engine 1 and the operation of the power generation (high load state) and the stop (low load state) applied to the alternator pulley 32 are repeated. The fluctuation cycle of the power generation load torque Gtq according to the power generation load can be shifted so as to have an opposite phase, and the torque fluctuation that acts on the alternator pulley 32 by canceling the input torque tq acting on the alternator pulley 32 and the power generation load torque Gtq. Can be reduced.

  In the above-described embodiment, the predetermined time (delay time) is corrected based on the map stored in the storage unit 24. However, a constant or the like corresponding to the rotational speed of the engine 1 is used for the predetermined time. It is also possible to correct by calculation.

  Based on FIGS. 3 to 6, the state of fluctuation of the input torque from the engine to the alternator and the power generation load torque of the alternator and the situation of delaying a predetermined time (delay time) will be specifically described.

  3 (a) shows the stroke of each cylinder of the engine 1, FIG. 3 (b) shows the state of fluctuation of the engine torque Tq at the crankshaft pulley 31, and FIG. 3 (c) shows the torque acting on the alternator pulley 32. (Tq, Gtq), FIG. 3 (d) shows the total torque variation of the torque (tq, Gtq) acting on the alternator pulley 32, and FIG. 3 (e) shows the crank angle signal SGT. FIG. 3F shows the on / off state of the power generation control signal.

  In the engine 1 (see FIG. 1), the piston 26 (see FIG. 1) of each cylinder (# 1 cylinder, # 2 cylinder, # 3 cylinder) moves up and down, and as shown in FIG. The four strokes of the stroke, the explosion stroke (combustion stroke), and the exhaust stroke are executed cyclically, and the crankshaft rotates twice during that time. In the illustrated example, the strokes are executed in the order of cylinder # 1, cylinder # 3, and cylinder # 2.

  A crank position is detected by the crank angle sensor 15 by the rotation of the crankshaft, and a crank angle signal SGT is output as shown in FIG. For example, the crank angle signal SGT rises at 75 ° BTDC of each cylinder, the crank angle signal SGT falls at 5 ° BTDC of each cylinder, and immediately before the fall, the # 1 cylinder, the # 3 cylinder, and the # 2 cylinder The ignition timing is in order.

  When such a cycle is executed and the crankshaft rotates, the fluctuation of the engine torque Tq starts at the crankshaft pulley 31 as shown by the solid line in FIG. The engine torque Tq is transmitted to the alternator pulley 32 via the timing belt 8 by the crankshaft pulley 31, and the input torque tq (the same direction as the engine torque Tq) acts on the alternator pulley 32.

  Since the power of the crankshaft is transmitted to the alternator pulley 32 via the timing belt 8 (see FIG. 1), there is a slight delay in power transmission. The delay at this time includes the alternator 7 (see FIG. 1) and the layout of the pumps, the tension of the timing belt 8 (see FIG. 1) based on the setting of the auto tensioner 33 (see FIG. 1), and the engine 1 (see FIG. 1). It changes depending on the rotational speed Ne. That is, as shown in FIG. 4, the torque change at the alternator pulley 32 is transmitted with a delay of time t1 with respect to the torque change at the crankshaft.

  Thus, since the power of the crankshaft is transmitted to the alternator pulley 32 with a delay of time t1, as shown by the solid line in FIG. 3C, the input torque tq transmitted from the crankshaft acting on the alternator pulley 32. The fluctuation starts with a delay of time t1 with respect to the engine torque Tq (see FIG. 3B). That is, the fluctuation cycle is delayed by time t1.

  On the other hand, a power generation control signal is sent to the G terminal 11 (see FIG. 1) of the alternator 7 (see FIG. 1). When the power generation control signal is turned on / off, power generation at high load (power generation operation) and low load Control is performed so that the target charging voltage is maintained by switching between power generation (power generation stop). That is, as indicated by a solid line in FIG. 3F, the output start (ON) timing of the power generation control signal (switching timing from the low load to the high load) is the reference timing of the crank angle signal SGT. The delay control means 23 (see FIG. 1) is set so as to delay the 75 ° BTDC by the delay time T.

  That is, the fluctuation cycle of the power generation load in the alternator pulley 32 is relative to the fluctuation cycle when the timing of the power generation control signal is set in synchronization with the reference time of the crank angle signal SGT indicated by the two-dot chain line in FIG. As shown by the chain line in FIG. 3C, the cycle is controlled to be delayed by the delay time T.

  At this time, the time when the input torque tq (see the solid line in FIG. 3C) acting on the alternator pulley 32 becomes maximum (positive direction) and the time when the power generation load torque Gtq becomes maximum (negative direction) are almost the same. Become. The so-called fluctuation cycle of the input torque tq and the fluctuation cycle of the power generation load torque Gtq are in opposite phases.

  The setting of the delay time T will be described.

  When the output control signal output start (ON) timing is set in synchronization with the crank angle signal SGT shown in FIG. 3E without setting the delay time T (see the two-dot difference line in FIG. 3F) ) That is, when switching from the low load state (power generation stop) to the high load state (power generation operation) is performed simultaneously with the rise of the crank angle signal SGT, as shown by a two-dotted line in FIG. Simultaneously with the rise of the crank angle signal SGT, the power generation load torque Gtq corresponding to the power generation load acts on the alternator pulley 32 (see FIG. 1) in the opposite direction (negative direction) to the input torque tq.

  As a result, as indicated by a solid line and a two-dotted line in FIG. 3C, the time when the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) is minimum (positive direction) and the input torque tq is maximum ( The time in the positive direction is almost the same. That is, the fluctuation cycle of the power generation load torque Gtq is in phase, and the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) and the input torque tq are in synergy.

  When the force of the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) and the force of the input torque tq are combined, the amplitude of the waveform of the fluctuation cycle of the total torque acting on the alternator pulley 32 increases. Here, the power generation load torque Gtq acts only in the zero or negative direction, and therefore tends to increase in the negative direction. That is, the difference between the maximum value and the minimum value of the torque acting on the alternator pulley 32 is increased, and the torque fluctuation at the alternator pulley 32 is increased.

  Therefore, it is considered that an unnatural force acts on the power transmission system on the input side to the alternator pulley 32, and wear of the timing belt 8 (see FIG. 1) easily occurs on the alternator pulley 32 (see FIG. 1). At the same time, it is conceivable that the timing belt 8 (see FIG. 1) slips to generate noise. In addition, it is considered that the load from the timing belt 8 (see FIG. 1) to the auto tensioner 33 (see FIG. 1) becomes excessive, and damping deterioration occurs in the auto tensioner 33 (see FIG. 1).

  For this reason, in this embodiment, as indicated by a solid line in FIG. 3F, the output start (ON) timing of the power generation control signal (switching timing from the low load state to the high load state) is the crank angle signal SGT. The delay time T is set so as to be controlled with respect to 75 ° BTDC of the rising timing.

  The delay time T is a fluctuation period of the power generation load torque Gtq when the alternator 7 is switched to a high load state (power generation operation) in synchronization with 75 ° BTDC at the rising timing of the crank angle signal SGT (FIG. 3). (See (c) middle two-point difference line) and switching of the alternator 7 to a high load state so that the power generation load torque Gtq becomes maximum (negative direction) in accordance with the time when the input torque tq becomes maximum (positive direction) ( This is the time of deviation from the fluctuation cycle of the power generation load Gtq (see the broken line in FIG. 3C) when the power generation is stopped). That is, the maximum value in the fluctuation cycle of the power generation load torque Gtq (see the two-dot difference line in FIG. 3C) and the fluctuation cycle of the input torque tq (see the solid line in FIG. 3) when synchronized with the crank angle signal SGT. The time difference from the maximum value is the delay time T.

  Further, the delay time T is specifically a time t1 (see FIG. 3B) which is a delay time of the input torque tq transmitted to the alternator pulley 32 (see FIG. 1) with respect to the engine torque Tq on the crankshaft. ) And the fluctuation cycle of the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) when it is assumed that the alternator 7 is switched to the high load state with a delay of time t1 (see FIG. 3C). Difference between the maximum value (negative direction) of the power generation load torque Gtq at one point difference line) and the maximum value (positive direction) of the input torque tq at the fluctuation cycle of the input torque tq (see solid line in FIG. 3C). This is the total time with the (deviation) time t2.

  That is, since the input torque tq (see the solid line in FIG. 3C) acting on the alternator pulley 32 is delayed by the time t1 with respect to the engine torque Tq (see FIG. 3B) at the crankshaft, the power generation control signal It is assumed that the output start timing is delayed by the time t1 with respect to the fluctuation of the power generation load torque Gtq when the output start timing is synchronized with the crank angle signal SGT (see the two-dot chain line in FIG. 3C). At this time, the fluctuation cycle of the power generation load torque Gtq at the alternator pulley 32 is a fluctuation cycle of the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) as shown by a one-dot chain line in FIG. . In this state, the timing of the maximum value (positive direction) of the input torque tq is deviated from the maximum value (negative direction) of the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1). The delay time T is set by adding the time t2 which is the difference shift time to the time t1.

  As described above, the input torque transmitted to the alternator pulley 32 (see FIG. 1) based on the fluctuation cycle of the power generation load torque Gtq when synchronized with the crank angle signal SGT (see the two-dot chain line in FIG. 3C). Since the time difference between the maximum value of the fluctuation period of tq and the maximum value of the fluctuation period of the power generation load torque Gtq is the delay time T, the fluctuation period of the input torque tq from the engine 1 (see FIG. 1) and the operation of power generation The torque applied to the alternator pulley 32 of the alternator 7 (see FIG. 1) is accurately shifted by simple control between the fluctuation cycle of the power generation load torque Gtq due to the repetition of high power state (low load state) and power generation stop (low load state). Variation can be reliably reduced.

  As a result, as shown by a broken line in FIG. 3C, the fluctuation cycle of the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) is opposite to the fluctuation cycle of the input torque tq on the positive side and the negative side. Is done. As a result, the power generation load torque Gtq acting on the alternator pulley 32 (see FIG. 1) and the input torque tq are offset, and the power generation acting on the alternator pulley 32 (see FIG. 1) as shown by the solid line in FIG. The total fluctuation of the load torque Gtq and the input torque tq is a small fluctuation.

  Therefore, when the power generation control signal is repeatedly turned on and off, that is, the alternator 7 (see FIG. 1) is periodically switched between a high load state (power generation operation) and a low load state (power generation stop). When controlled, torque fluctuations acting on the alternator pulley 32 (see FIG. 1) are suppressed, and the possibility that the timing belt 8 (see FIG. 1) wears and squeals is greatly reduced. Further, the risk of damping deterioration of the auto tensioner 33 (see FIG. 1) can be greatly reduced.

  By the way, the rotational speed Ne in the idling operation of the engine 1 (see FIG. 1) varies depending on the use of the air conditioner and the warm-up state. FIG. 5A shows the change over time in torque fluctuation when the rotational speed Ne of the engine 1 (see FIG. 1) is low, and FIG. 5B shows the case where the rotational speed Ne of the engine 1 (see FIG. 1) is fast. The change with time of torque fluctuation is shown.

  As shown in FIGS. 5 (a) and 5 (b), when the rotational speed Ne of the engine 1 (see FIG. 1) increases, the cycle of the crank angle signal SGT becomes shorter, so that it is transmitted to the alternator pulley 32 (see FIG. 1). The fluctuation cycle of the input torque tq is also shortened. Further, since the power generation load acting on the alternator pulley 32 (see FIG. 1) is also based on the cycle of the crank angle signal SGT, the fluctuation cycle of the power generation load torque Gtq is also shortened. For this reason, it is necessary to shorten the delay time T from the delay time T1 to T2 (T1> T2) as the fluctuation cycle of the input torque tq transmitted to the alternator pulley 32 (see FIG. 1) becomes shorter. That is, it is necessary to vary the delay time T according to the rotational speed Ne of the engine 1.

  In order to change the delay time T in accordance with the rotational speed Ne of the engine 1 (see FIG. 1), as shown in FIG. 6, the correction coefficient for reducing the delay time T as the rotational speed Ne increases. The map is set. That is, a correction coefficient is set that decreases as the rotational speed Ne increases (the delay time decreases from T1 to T2). The map shown in FIG. 6 is stored in the storage unit 24 (see FIG. 1), and a correction coefficient corresponding to the rotational speed Ne of the engine 1 (see FIG. 1) is sent to the delay control unit 23 (see FIG. 1).

  In the embodiment described above, as shown in FIG. 7, the crank angle signal is detected in step S1, and the rotational speed Ne of the engine 1 is detected in step S2. Next, a correction coefficient based on the rotational speed Ne is read from the map (see FIG. 6) in step S3, and a delay time is determined in step S4. When the delay time T is determined according to the rotational speed Ne of the engine 1, the output of the power generation control signal (switching to the high load state) is delayed by the delay time T with respect to the crank angle signal SGT in step S5.

  In this way, the power generation control signal is input with the delay time T added to the crank angle signal SGT, and the power generation operation (high load state) of the alternator 7 is started, whereby the alternator pulley 32 (see FIG. 1). The torque fluctuation of the alternator pulley 32 (see FIG. 1) is controlled so that the power generation load torque Gtq due to the power generation load becomes maximum (in the negative direction) at the time when the input torque tq transmitted to () becomes the maximum (positive direction). be able to. For this reason, an unnatural torque fluctuation does not occur in the alternator pulley 32 (see FIG. 1), and the possibility that the timing belt 8 (see FIG. 1) is worn or squeezed is greatly reduced, and the auto tensioner 33 (see FIG. 1). The risk of damping deterioration of (see) is greatly reduced.

  In the above-described embodiment, the power generation load torque Gtq acting on the alternator pulley 32 when it is assumed that the power generation operation is performed taking into account the transmission delay time t1 by the timing belt 8 and the transmission delay time t1. The total time of the deviation (t2) between the maximum value (negative direction) and the maximum value (positive direction) of the input torque tq is set as the delay time T. In short, the torque in the alternator pulley 32 (see FIG. 1) is important. In order to suppress the fluctuation, the delay time T can be used as long as the fluctuation period of the input torque tq transmitted to the alternator pulley 32 and the fluctuation period of the power generation load torque Gtq caused by the power generation load can be shifted to the opposite phase. The parameter for setting is not limited. For example, if there is no transmission delay time t1 due to the timing belt 8, the deviation time t2 becomes the delay time T as it is, and the transmission delay time t1 due to the timing belt 8 is delayed as it is. Time T can also be set. It is also possible to output the power generation control signal so as to form a shift waveform with respect to the waveform of the crank angle signal SGT.

  In the above-described embodiment, the alternator 7 has been described as an example of the generator. However, a motor generator that also serves as a cell motor when the engine 1 is started can be applied as the generator. In this case, even when the control for repeating the operation of power generation (high load state) and the stop of power generation (low load state) is performed, the power transmission system of the motor generator does not respond to the input torque from the engine 1. Natural power can be eliminated.

  Further, in the above-described embodiment example, the case where the control of periodically repeating the operation of power generation (high load state) and the stop of power generation (low load state) at the time of idling operation has been described as an example. Operating conditions in which torque fluctuations tend to affect the power transmission system, especially the relationship between the alternator pulley and the timing belt (for example, running at a constant low speed, transition from low speed, transition to low speed) It is also possible to apply to the case where the control of periodically repeating the operation of power generation (high load state) and the stop of power generation (low load state) is performed.

  INDUSTRIAL APPLICABILITY The present invention can be used in the industrial field of a vehicle control device that controls the power generation status of a vehicle generator.

1 is a schematic system diagram of a vehicle control device according to an embodiment of the present invention. It is a conceptual diagram showing the condition of the torque of a crankshaft pulley and an alternator pulley. It is a timing chart showing the fluctuation | variation of the torque of an engine and the torque of a generator. It is a conceptual diagram showing the condition of the transmission delay of a timing belt. It is an engine rotation speed and the time explanatory view of delay time. It is a map showing the condition of engine speed and delay time. It is a process flowchart of electric power generation control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Intake valve 3 Exhaust valve 4 Intake passage 5 Exhaust passage 6 Throttle valve 7 Alternator 8 Timing belt 9 Battery 10 Load equipment 11 G terminal 12 FR terminal 15 Crank angle sensor 17 Electronic control unit (ECU)
DESCRIPTION OF SYMBOLS 21 Power generation control part 22 Power generation execution means 23 Delay control means 24 Storage means 26 Piston 31 Crankshaft pulley 32 Alternator pulley 33 Auto tensioner

Claims (4)

A vehicular generator driven by an engine to generate electricity;
Crank angle signal detecting means for detecting a crank angle signal of the engine;
Power generation executing means for executing power generation by periodically switching the power generation load of the vehicular generator between a low load state and a high load state based on a reference time of a crank angle signal detected by the crank angle signal detection means; ,
In order to reduce fluctuations in torque acting on the vehicular generator, the switching timing of the vehicular generator to a high load state is delayed by a predetermined time with respect to the reference timing of the crank angle signal, and input from the engine A delay control means for controlling to shift the fluctuation cycle of the torque and the fluctuation cycle of the power generation load torque ,
The predetermined time delayed by the delay control means is
When the timing for switching the vehicle generator to a high load state is synchronized with the reference timing of the crank angle signal, the cycle is transmitted periodically from the crankshaft of the engine and acts on the vehicle generator to vary periodically. The high load state of the vehicular generator is such that the generated load torque of the vehicular generator, which acts in the direction opposite to the input torque and periodically fluctuates in accordance with the time when the input torque to be maximized, becomes maximum The vehicle control device characterized in that it is the time of deviation of the fluctuation cycle of the power generation load torque when the switching to is performed . The vehicle generator is a generator to which the torque of the crankshaft of the engine is transmitted via a belt,
The predetermined time delayed by the delay control means includes a power transmission delay time by the belt.
The vehicle control device according to claim 1 . The predetermined time delayed by the delay control means is
When the power generation load torque of the vehicular generator is maximized when the power generation is executed in consideration of the power transmission delay time by the belt, the power is transmitted from the crankshaft of the engine and acts on the vehicular generator. Including the time of difference from the time when the input torque to be maximized
The vehicle control device according to claim 2 . A vehicular generator that generates power by transmitting torque of the crankshaft of the engine;
The fluctuation cycle of the power generation load torque, which fluctuates periodically by switching the power generation load of the vehicular generator, is varied with respect to the fluctuation cycle of the input torque that is transmitted from the crankshaft of the engine to the vehicle generator. A vehicle control apparatus comprising: a power generation control unit that executes power generation of the vehicle generator so as to have an opposite phase .

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