JP4937735B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that includes a power generation unit that is driven by an engine and configured to be able to control switching of whether or not to generate power, and a power storage unit that is electrically connected to the power generation unit.

  In recent years, with the advancement of electronic control of vehicles and the increase in power consumption of on-board electronic devices, the electrical load on the battery has increased. For this reason, it is necessary to accurately detect the magnitude (power consumption) of the electric load in order to prevent overdischarge of the battery particularly during idle operation.

For example, Japanese Patent Application Laid-Open No. 2004-72874 discloses a method of detecting a magnitude of an electric load by grasping a preset state of an electric load by an ECU. Further, in Japanese Patent No. 3047542, when the power generation voltage of the generator is reduced to a value close to the open terminal voltage of the battery under certain conditions, the battery is discharged and the battery voltage is reduced to the open terminal voltage. Based on this, a method for detecting the magnitude of an electrical load is disclosed.
JP 2004-72874 A Japanese Patent No. 3047542

  However, in the technique disclosed in Japanese Patent Application Laid-Open No. 2004-72874, the power consumed by the audio, navigation system, media player, etc. that is not set in advance and is retrofitted to the vehicle by the user is grasped. Is impossible. In addition, in the technology disclosed in Japanese Patent No. 3047542, the amount of battery discharge depends on the detection result depending on the deterioration state, charge state, environmental temperature, etc. of the battery. It is impossible to grasp.

  Further, as a method of measuring the power consumption due to the electric load connected to the vehicle, a method of providing a temperature sensor and a current sensor in the battery can be considered.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device capable of accurately detecting power consumption by an electric load connected to a vehicle with a simple configuration. .

  A vehicle control apparatus according to the present invention includes a power generation means configured to be driven by an engine and capable of controlling switching of the presence or absence of power generation, an air intake amount measuring means for measuring an air intake amount of the engine, and the power generation means. A power storage means for storing the power supplied from the vehicle, and a vehicle control device, wherein the amount of air intake when the power generation means is generating power under a condition where the engine speed is substantially constant; The power consumption by the electric load electrically connected to the power generation means is calculated based on the difference from the air intake amount when the power generation means is not generating power.

  Further, a vehicle control apparatus according to the present invention includes a power generation unit that is driven by an engine and configured to be able to control switching of the presence or absence of power generation, a fuel injection amount measurement unit that measures a fuel injection amount of the engine, And a fuel storage device for storing electric power supplied from the power generation means, wherein the fuel injection is performed when the power generation means generates power under a condition where the engine speed is substantially constant. The power consumption by the electric load electrically connected to the power generation means is calculated based on the difference between the amount and the fuel injection amount when the power generation means is not generating power.

  According to such a configuration of the present invention, the power consumption due to the electric load retrofitted by the user can be reduced by a new current sensor or the like without being affected by the deterioration state, the charging state, the environmental temperature, etc. It is possible to accurately detect with a simple configuration without adding a configuration.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an explanatory diagram showing the configuration of the vehicle control apparatus of the present embodiment. FIG. 2 is a timing chart of the power generation control of this embodiment. FIG. 3 is a timing chart showing the operation of the electrical load estimation process. FIG. 4 is a flowchart of the electrical load estimation process.

  Reference numeral 1 in FIG. 1 denotes an engine which is an internal combustion engine using gasoline for fuel as a vehicle. The downstream end of the intake manifold 2 is branchedly connected to the intake port 1a of the engine 1, and the upstream end of the intake manifold 2 is assembled. And communicated with the intake chamber 3. An intake pipe 4 communicates with the intake chamber 3 upstream, and an air cleaner 5 is attached to an air intake port of the intake pipe 4.

  On the other hand, the upstream end of the exhaust manifold 6 is branched and connected to the exhaust port 1b of the engine 1, and the downstream of the exhaust manifold 6 is gathered and communicated with an exhaust pipe (not shown).

  A throttle body 8 is interposed in the intake pipe 4. A throttle valve 9 as a flow control valve is interposed in the throttle body 8, and a throttle motor 10 composed of an electric motor or the like is connected to the throttle valve 9. The throttle valve 9 is a component constituting an electronically controlled throttle (ETC) as an intake air amount adjusting mechanism, and the opening degree of the throttle valve 9 is set by driving the throttle motor 10. The throttle valve 9 may be driven by a mechanical force such as a wire in conjunction with a movement of a throttle pedal (not shown).

  In addition, an injector 11 having an injection hole directed toward an intake valve (not shown) is faced at the downstream end of the intake manifold 2, and an intake air amount sensor 12 that detects an intake air amount Q is detected by an air cleaner 5 of the intake pipe 4. Is faced.

  On the other hand, reference numeral 13 denotes an alternator which is a power generation means such as a low voltage alternator, which is connected to a crank pulley 14 mounted on a crankshaft of the engine 1 (not shown) via a belt 15 so that the rotational speed of the engine 1 is increased. Driven at a proportional rotational speed.

  The output terminal of the alternator 13 is electrically connected to an electrical load such as a positive (+) electrode terminal of the battery 17 serving as a power storage means, an electrical load 16 and a retrofit electrical load 30 described later, and the electrical load The surplus current that has not been consumed in is charged in the battery 17. When the amount of power generated by the alternator 13 is insufficient with respect to the power consumption due to the electrical load, power is supplied from the battery 17 to the vehicle.

The power generated by the alternator 13 is supplied to an electrical load that is constantly driven in the vehicle, such as the injector 11, ignition coil, and various sensors.
The power generated by the alternator 13 is supplied to an electric load 16 such as a headlamp, a small lamp, a rear defogger, a wiper motor, a radiator fan, and a blower fan, which are predetermined loads that are driven according to the situation. . Although a plurality of electric loads 16 are provided in one vehicle, in the present embodiment, for convenience, they will be described as a single electric load 16 as a set of these.

  As will be described in detail later, the electric load 16 operates in accordance with an instruction from an operation switch (not shown) or an instruction from an electronic control unit (hereinafter referred to as ECU) 21. The operating state of the electric load 16 is determined by the ECU 21. It is configured to be recognizable. That is, in the present embodiment, the ECU 21 can recognize the power consumption by the electric load 16.

  Further, the generated power of the alternator 13 is also supplied to a retrofit electric load 30 which is a load retrofitted to the vehicle, for example, by a user. The retrofit electric load 30 includes, for example, a television, an audio, a navigation system, a mobile phone, and the like, and indicates an electric load whose operation status cannot be recognized by the ECU 21. That is, the ECU 21 cannot recognize the power consumption by the retrofit electric load 30. Note that a plurality of retrofit electric loads 30 may be provided in one vehicle. However, in the present embodiment, a single retrofit electric load 30 is described as a set of these for convenience.

The ECU 21 is mainly configured by a computer (microcomputer) provided with a known CPU, ROM, RAM, timer (all not shown), and the like.
On the input side of the ECU 21, in addition to the intake air amount sensor 12, a rotation speed sensor that detects the engine rotation speed from rotation of a crankshaft (not shown), and an accelerator opening from an amount of depression of an accelerator pedal (not shown). A sensor such as an accelerator opening sensor for detecting the degree is electrically connected.

  Further, the positive (+) terminal of the battery 17 is connected to the input side of the ECU 21, and the terminal voltage Vb of the battery 17 is monitored by the ECU 21. The generated voltage Vs is monitored by the ECU 21 based on an internal generated voltage signal output via a rectifier (not shown) provided in the alternator 13. Further, each electric load 16 is electrically connected to the input side of the ECU 21, and the operation state (ON / OFF) of a switch provided in each electric load 16 is monitored by the ECU 21.

  Control actuators such as a throttle motor 10 and an injector 11 constituting an electronically controlled throttle (ETC) are electrically connected to an output side of the ECU 21 and a control terminal of the alternator 13 is electrically connected. .

  The ECU 21 detects an operating state based on output signals from various sensors and switches provided in the vehicle, and controls the entire engine control system represented by fuel injection control based on the operating state. Further, the ECU 21 performs power generation control described below.

  Further, the ECU 21 controls whether or not the alternator 13 generates power and controls the generated voltage Vs when the alternator 13 generates power. The generated voltage Vs of the alternator 13 is set by the ECU 21 based on the operating state of the engine 1, the terminal voltage of the battery 17, the operating state of the electric load 16, and the like, and is controlled by a known technique. The power generation voltage Vs of the alternator 13 is set between the first adjustment voltage VL (for example, 12.8 [V]) and the second adjustment voltage VH (for example, 14.5 [V]).

  That is, in the present embodiment, the alternator 13 is set to either a non-power generation state in which power generation is not performed or a power generation state in which power generation is performed, and the power generation voltage Vs in the power generation state is the first adjustment. It is set to either the voltage VL or the second adjustment voltage VH. In the present embodiment, the first adjustment voltage VL is 12.8 [V], and the second adjustment voltage VH is 14.5 [V]. Further, the first adjustment voltage VL (12.8 [V]) in the present embodiment is an open terminal voltage of the battery 17. Needless to say, these voltage values vary depending on the electrical components constituting the vehicle.

  The ECU 21 controls the engine 1 according to the increase / decrease in power consumption by the electric load 16 and the retrofitted electric load 30 when the alternator 13 generates power. For example, when the electric power consumption by the electric load 16 and the retrofitted electric load 30 increases, the ECU 21 outputs a drive signal to the throttle motor 10 in response to an increase in the load on the engine 1 by the alternator 13, and the throttle valve 9 is adjusted to increase the air intake amount so that the rotational speed of the engine 1 matches the target rotational speed.

  Power generation control by the ECU 21 in the vehicle control apparatus having the above-described configuration will be described below with reference to FIG. The above-described ECU 21 monitors the operation state of the vehicle and the operation state of the electric load 16 based on ON / OFF of the ignition switch, the terminal voltage Vb of the battery 17, input signals from various sensors and switches, and the like. It optimizes the power generation state.

  FIG. 2 shows power generation control when the driving state of the vehicle changes from the traveling driving state to the idle driving state. FIG. 2 is a diagram showing the power generation control of the present embodiment with the horizontal axis as time. In the period Td, the vehicle is in a running operation state, and in the period Ti, the vehicle is in an idle operation state.

  First, in the period Td in which the vehicle is in the driving operation state, the power generation voltage Vs of the alternator 13 is set to the second adjustment voltage VH (14.5 [V]), and the increase in power consumption in the driving operation state is achieved. The response and charging of the battery 17 are performed.

  In a period Ti in which the vehicle is stopped from the traveling operation state and is in the idle operation state, the power generation voltage Vs of the alternator 13 is set to the first adjustment voltage VH (12.8 [V]). Immediately after the generated voltage Vs of the alternator 13 is changed to the first adjustment voltage VH, the terminal voltage Vb of the battery 17 is higher than the first adjustment voltage VH (12.8 [V]). Power generation is stopped and power is supplied only from the battery 17. (Period Ti1). In the period Ti1, which is the non-power generation period of the alternator 13, the terminal voltage Vb of the battery 17 starts to decrease from around 14.5 [V]. During this period Ti1, since the load on the engine 1 by the alternator 13 is not generated, the amount of air sucked into the engine 1 is reduced as compared with the time when the alternator 13 generates power, so that the fuel consumption and emission emissions are reduced. Can do.

  Then, when it is detected that the terminal voltage Vb of the battery 17 has dropped to 12.8 [V], which is the open terminal voltage, power generation by the alternator 13 is started at the first adjustment voltage VH (period Ti2 ). In this period Ti2, since the load on the engine 1 by the alternator 13 increases as compared to the period Ti1, the air intake amount increases. However, since the load on the engine 1 is smaller and the air intake amount is smaller than when power is generated in the idle operation state while the power generation voltage Vs of the alternator 13 is set to the second adjustment voltage VH, the fuel consumption in the idle operation state is reduced. And emission emissions can be reduced.

  Then, when the period Ti in the idle operation state has elapsed for a predetermined time TL, the power generation voltage Vs of the alternator 13 is set to the second adjustment voltage VH (14.5 [V]) (period Ti3 ). That is, the time TL is the total time of the period Ti1 that is a non-power generation period and the period Ti2 in which the first adjustment voltage is set. As described above, the total time of the period Ti1 that is the non-power generation period and the period Ti2 in which the first adjustment voltage is set is limited to the predetermined time TL, and in the subsequent period Ti3 that is the idle operation state, the alternator The reason why the power generation voltage Vs of 13 is set to the second adjustment voltage VH is to prevent the battery 17 from being overdischarged due to power consumption due to the operation of the retrofit electric load 30 that cannot be recognized by the ECU 21. It is.

  In the present embodiment, the time TL that is the total time of the period Ti1 that is a non-power generation period and the period Ti2 in which the first adjustment voltage is set is an electric load estimation process that is executed by the ECU 21 and is described below. It is set based on the result. FIG. 3 is a timing chart showing the operation of the electrical load estimation process. FIG. 4 is a flowchart of the electrical load estimation process.

  The electrical load estimation process of the present embodiment is performed in order to estimate the power consumption by the retrofit electrical load 30 that cannot be recognized by the ECU 21, and in this embodiment, the engine 1 is stopped after being started once. This is implemented only once at a predetermined timing in the period up to, i.e., one driving period. Further, the power consumption of the retrofit electric load 30 obtained by the electric load estimation process is stored until the engine 1 is stopped.

  First, in step S01, it is determined whether or not the vehicle is in an idle operation state and all the operations of the predetermined electric load 16 that can be recognized by the ECU 21 are stopped. The idle driving condition is determined based on the vehicle speed detected by the vehicle speed sensor, the accelerator pedal depression amount detected by the accelerator opening sensor, and the like. If the vehicle is in an idle state and the electric load 16 is not in operation, the process proceeds to step S02. If the vehicle is not in an idle operation state or the electric load 16 is in an operation state, the routine is exited.

  Next, in step S02, it is determined from the water temperature obtained from the coolant temperature sensor whether or not the engine 1 has been warmed up. If the coolant temperature is equal to or higher than the predetermined value, the process proceeds to step S03, and if the coolant temperature is equal to or lower than the predetermined value, the routine is exited. Here, whether or not the warm-up of the engine 1 has ended is determined because the idling speed of the engine 1 changes before the warm-up of the engine 1 has ended, and an error occurs in the result of the following processing. This is to prevent the occurrence of.

  Next, in step S03, the power generation voltage Vs of the alternator 13 is set to the second adjustment voltage VH (14.5 [V]) to generate power. In step S04, the air intake amount A1 of the engine 1 in the state where the power generation voltage Vs of the alternator 13 is set to the second adjustment voltage VH (14.5 [V]) is stored.

  Next, in step S05, the power generation voltage Vs of the alternator 13 is set to the first adjustment voltage VL (12.8 [V]). In this state, since the terminal voltage Vb of the battery 17 is higher than the first adjustment voltage VH (12.8 [V]), the power generation by the alternator 13 is stopped and power is supplied only from the battery 17. The terminal voltage Vb of 17 starts to decrease from around 14.5 [V] (period Ti1).

  Then, in step S06, it is determined whether or not the vehicle is in an idling operation state from the time point of step S01 and all the operations of the electric load 16 are stopped. That is, it is determined whether or not there is a change in the load on the engine 1 that can be recognized by the ECU 21 except the load due to the alternator 13.

  Next, in step S07, after the generated voltage Vs of the alternator 13 is changed to the first adjustment voltage VL (12.8 [V]) in step S05, the process waits for a predetermined time T1, and step S08. Migrate to Here, the reason for waiting for time T1 after changing the power generation voltage Vs of the alternator 13 is to wait for the change of the air intake amount in accordance with the change of the power generation voltage Vs of the alternator 13 to end.

  Next, in step S08, after the generated voltage Vs of the alternator 13 is changed to the first adjustment voltage VL (12.8 [V]) in step 05, the terminal voltage Vb of the battery 17 becomes a predetermined voltage value. It is determined whether or not the voltage has fallen below a certain voltage V1. The voltage V1 is a value set higher than the first adjustment voltage VL (12.8 [V]) and lower than the second adjustment voltage VH (14.5 [V]). This is performed in order to determine whether or not the non-power generation state continues because the alternator 13 needs to be in the non-power generation state continuously from step S05 in this electrical load estimation process. . In the present embodiment, the voltage V1 is 13.2 [V]. Here, the value of the voltage V1 is set to be higher than the first adjustment voltage VL (12.8 [V]), depending on the characteristics of the alternator 13 and the temperature and other conditions. This is to exclude a situation in which the alternator 13 starts power generation before the voltage Vb drops to 12.8 [V].

  In step S08, if the terminal voltage Vb of the battery 17 is not lowered to the voltage V1 or less, the process proceeds to step S09. If the terminal voltage Vb of the battery 17 is lowered to the voltage V1 or less, the process proceeds to step S20. To do.

  In step S09, the air intake amount A2 of the engine 1 in the no power generation state is stored. Next, in step S10, a differential air intake amount A3, which is a value obtained by subtracting the air intake amount A2 from the air intake amount A1, is calculated.

  That is, in step S10, the air intake when the alternator 13 is in the power generation state under the condition that the operation state of the engine 1 does not change during the idle operation and the electric load 16 that can be recognized by the ECU 21 is not operating. A differential air intake amount A3, which is a difference between the amount A1 and the air intake amount A2 in the non-power generation state in which the power generation of the alternator 13 is stopped, is calculated.

  Here, in the vehicle at the time of measuring the air intake amount A <b> 2, power generation by the alternator 13 is not performed, and power is supplied only from the battery 17. That is, when the air intake amount A2 is measured, the load that drives the alternator 13 is not applied to the engine 1, and the air intake amount A2 is a value that does not depend on the power consumption of the retrofitted electric load 30.

  On the other hand, in the vehicle at the time of measuring the air intake amount A1, the state of the vehicle at the time of measuring the air intake amount A2, the rotational speed of the engine 1, the cooling water temperature, and the power consumption of the retrofit electric load 30 are substantially the same. However, power is generated by the alternator 13, and a load for driving the alternator 13 is applied to the engine 1 when measuring the air intake amount A1. Since the load for driving the alternator 13 increases in accordance with the power consumption of the retrofit electric load 30, the air intake amount A1 of the engine 1 controlled to keep the rotational speed at the idle rotational speed is: The value increases according to the power consumption of the retrofit electric load 30.

  That is, the differential air intake amount A3, which is the difference between the air intake amount A1 and the air intake amount A2, is 0 when the retrofitted electric load 30 is not operating and there is no power consumption by the retrofitted electric load 30. And increases in proportion to the power consumption by the retrofitted electrical load 30.

  Next, in step S11, the power consumption by the retrofit electric load 30 is calculated and stored by multiplying the differential air intake amount A3 by a predetermined coefficient B. Here, the predetermined coefficient B is obtained from the correlation between the differential air intake amount A3 obtained by an experiment conducted in advance and the power consumption corresponding to the retrofitted electric load 30 and the electric power consumption of the known electric load. This is the stored value.

  Next, in step S12, the time TL is set based on the power consumption by the retrofit electric load 30. The time TL is set to the maximum when there is no power consumption by the retrofit electrical load 30 and is set to be shorter as the power consumption by the retrofit electrical load 30 is increased. When the power consumption by the retrofit electric load 30 is equal to or greater than a predetermined limit value, the time TL is set to zero. The set time TL is stored in the ECU 21 until the engine 1 is stopped.

On the other hand, when the terminal voltage Vb of the battery 17 has dropped to the voltage V1 or less within the time T1 in step S08, the time TL is set to 0 in step S20. The set time TL is stored in the ECU 21 until the engine 1 is stopped.
Thus, the electrical load estimation process according to this embodiment is completed.

  In the above-described vehicle control device, the alternator 13 is in the power generation state under the condition that the operation state of the engine 1 does not change during idle operation and the electric load 16 that can be recognized by the ECU 21 is not operating. The power consumption of the retrofit electric load 30 is calculated from the differential air intake amount A3 that is the difference between the air intake amount A1 and the air intake amount A2 in the non-power generation state where the power generation of the alternator 13 is stopped.

  Here, as described above, the differential air intake amount A3 is proportional to only the power consumption by the retrofitted electric load 30, and does not change depending on the deterioration state, the charging state, the environmental temperature, or the like of the battery 17. Absent. Therefore, according to the present embodiment, it is possible to accurately detect the power consumption by the retrofit electric load 30 that cannot be detected by the ECU 21 with a simple configuration without adding a new configuration such as a current sensor. It becomes.

  Further, in the present embodiment, this is the total time of the period Ti1 that is a non-power generation period in which power generation by the alternator 13 is stopped in the idle operation state and the period Ti2 in which the first adjustment voltage VL is set and power generation is performed. The time TL is set based on the power consumption of the retrofit electrical load 30 obtained by the electrical load estimation process, and this time TL is maximized when there is no power consumption by the retrofit electrical load 30. The power consumption by the retrofit electric load 30 is set to be shorter as the power consumption increases. When the power consumption by the retrofit electric load 30 is equal to or greater than a predetermined limit value, the time TL is set to zero.

  That is, in the present embodiment, in the idling state of the vehicle, the time for which the power generation voltage Vs of the alternator 13 is set to the second adjustment voltage VH becomes longer as the power consumption of the retrofit electric load 30 is larger. When the power consumption of the retrofit electric load 30 is equal to or greater than a predetermined limit value, the generated voltage Vs of the alternator 13 is always set to the second adjustment voltage VH.

  As described above, in the present embodiment, when the power consumption by the retrofit electric load 30 is small, the time during which the power generation voltage Vs of the alternator 13 is set to the first adjustment voltage VL during idling is set long. , Improve fuel efficiency and reduce emissions. On the other hand, when the power consumption by the retrofitted electrical load 30 increases, the user can set a longer time for setting the power generation voltage Vs of the alternator 13 at the time of idling to the second adjustment voltage VH. Even when the attached electrical load increases, the battery 17 can be prevented from being overdischarged.

  Further, as described in step S08 and step S20 in FIG. 4, in the present embodiment, the terminal voltage Vb of the battery 17 has dropped to the voltage V1 or less within the time T1 after the alternator 13 stops generating power. The time TL is set to 0, and the generated voltage Vs of the alternator 13 is always set to the second adjustment voltage VH. This is a process performed to compensate for the battery 17 being deteriorated or insufficiently charged when the terminal voltage Vb of the battery 17 drops too early. Therefore, according to the present embodiment, it is possible to prevent the battery 17 from being overdischarged. If the terminal voltage Vb of the battery 17 drops to the voltage V1 or less within the time T1 after the power generation of the alternator 13 is stopped, the user is informed that the battery 17 has deteriorated or is insufficiently charged. A warning process may be executed.

  Note that the electric load estimation process in the present embodiment described above has been described as being performed in a state where all the operations of the predetermined electric load 16 that can be recognized by the ECU 21 are stopped (step S01). This is because the influence of the power consumption of the electric load 16 on the air intake amount A1 can be ignored by performing the electric load estimation process in a state where all the operations of the predetermined electric load 16 that can be recognized by the ECU 21 are stopped. This is because the electrical load estimation process can be simplified. However, the embodiment of the present invention is not limited to this, and the above-described electric load estimation process can be executed even when the predetermined electric load 16 that can be recognized by the ECU 21 is operating.

  This is because even if the load due to the power consumption of the electric load 16 is applied to the engine 1 when the air suction amount A1 is acquired, the increase in the air suction amount due to the power consumption of the electrical load 16 is performed in advance before shipping. Therefore, the difference air suction amount A3 can be obtained by subtracting the increase in the air suction amount due to the power consumption of the electric load 16 from the air suction amount A1 when the alternator 13 is in the power generation state. This is because the differential air intake amount A3 increases or decreases in proportion to only the power consumption by the retrofit electric load 30. In other words, if the differential air intake amount related only to the power consumption by the retrofit electric load 30 can be calculated finally, the electric load estimation process stops all the operations of the predetermined electric load 16 that can be recognized by the ECU 21. It is possible to execute whether or not.

  In the present embodiment described above, the air intake amount is used as an index for recognizing the load applied to the engine 1 in the idling operation state. For example, as another index, the rotational speed of the engine 1 is used. Even when the feedback value of the air intake amount used in the control to maintain substantially constant is used, the same effect as the above-described embodiment can be obtained.

  Moreover, in this embodiment mentioned above, although it demonstrates using the vehicle carrying a gasoline engine as an engine, this invention is applicable also to the vehicle carrying a diesel engine. In a vehicle equipped with a diesel engine, the engine speed is controlled by the fuel injection amount.

  Therefore, when the present invention is applied to a control device for a vehicle equipped with a diesel engine, an index for recognizing a load applied to the engine in an idle operation state is used as a feedback value at the time of fuel injection amount or idle speed control. Can be used.

  That is, the fuel injection amount when the alternator is in the power generation state and the alternator power generation are stopped under the condition that the engine operating state does not change during idle operation and the electric load that can be recognized by the ECU is not operating. By calculating the differential fuel injection amount that is the difference from the fuel injection amount in the non-power generation state, it is possible to calculate the power consumption of the retrofit electric load, and the effect in this case is the same as that of the above-described embodiment. It is the same.

  Further, the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. These control devices are also included in the technical scope of the present invention.

It is explanatory drawing which shows the structure of the control apparatus of a vehicle. It is a timing chart of power generation control. It is a timing chart which shows operation | movement of an electrical load estimation process. It is a flowchart of an electrical load estimation process.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Engine, 2 Intake manifold, 3 Intake chamber, 4 Intake pipe, 5 Air cleaner, 6 Exhaust manifold, 8 Throttle body, 9 Throttle valve, 10 Throttle motor, 11 Injector, 12 Intake air quantity sensor, 13 Alternator, 14 Crank pulley, 15 belt, 16 electrical load, 17 battery, 21 ECU, 30 retrofit electrical load

Claims (5)

Power generation means driven by the engine and configured to control switching of the presence or absence of power generation
An air intake amount measuring means for measuring the air intake amount of the engine;
A power storage means for storing electric power supplied from the power generation means, and a vehicle control device comprising:
Based on the difference between the air intake amount when the power generation means is generating power and the air intake amount when the power generation means is not generating power under the condition that the rotational speed of the engine is substantially constant, A vehicle control device that calculates power consumption by an electric load electrically connected to the means. Power generation means driven by the engine and configured to control switching of the presence or absence of power generation
Fuel injection amount measuring means for measuring the fuel injection amount of the engine;
A power storage means for storing electric power supplied from the power generation means, and a vehicle control device comprising:
Based on the difference between the fuel injection amount when the power generation means is generating power and the fuel injection amount when the power generation means is not generating power under the condition that the engine speed is substantially constant, A vehicle control device that calculates power consumption by an electric load electrically connected to the means. The power generation means can set the power generation voltage to one of a first adjustment voltage that is an open terminal voltage of the power storage means and a second adjustment voltage that is higher than the first adjustment voltage. Configured,
The time for setting the power generation voltage to the first adjustment voltage during idling of the engine is set based on a calculation result of power consumption by the electric load. Vehicle control device.   The power generation voltage is always set to the second adjustment voltage when the terminal voltage of the power storage unit drops to a predetermined value within a predetermined time after stopping the power generation by the power generation unit. The vehicle control device according to claim 3.   5. The calculation of power consumption by the electric load is performed in a state where the engine has been warmed up and a predetermined load is not applied. The vehicle control device according to Item.

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