JP5339090B2 - Control device for internal combustion engine of vehicle - Google Patents

Control device for internal combustion engine of vehicle Download PDF

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JP5339090B2
JP5339090B2 JP2010035854A JP2010035854A JP5339090B2 JP 5339090 B2 JP5339090 B2 JP 5339090B2 JP 2010035854 A JP2010035854 A JP 2010035854A JP 2010035854 A JP2010035854 A JP 2010035854A JP 5339090 B2 JP5339090 B2 JP 5339090B2
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voltage
internal combustion
combustion engine
generator
power generation
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JP2011169286A (en
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直人 多賀谷
寛之 田中
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Mitsubishi Motors Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine control device for an vehicle capable of improving startability from an idle operation state and reacceleration from normal traveling. <P>SOLUTION: When a demanded supercharging pressure is larger than a predetermined supercharging pressure, and SOC of a high voltage battery is larger than a predetermined electricity storage rate (S14, S16), a power generation voltage of a motor generator is provided at a voltage just a target power generation voltage reduction value smaller than a battery total voltage (S20). <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

本発明は、電動過給機を備えた車両の内燃機関制御装置に関し、詳しくは車両の発進性を向上させる発電機の発電制御に関する。   The present invention relates to a control device for an internal combustion engine of a vehicle provided with an electric supercharger, and more particularly to power generation control of a generator that improves the startability of the vehicle.

近年、燃費向上の要求よりエンジン（内燃機関）のアイドル回転速度の低速化がなされている。しかしながら、アイドル回転速度の低速化は、アイドル運転状態からの発進時においてエンジンの回転速度上昇に要する時間が増大し駆動力の増大が遅れることにより発進性が悪化するおそれがある。
また、エンジンはオルタネータ（発電機）等の各種補機を駆動しており、エンジンの出力の一部が負荷となって消費され、更に発進性を悪化させるおそれがある。 In recent years, the idle rotation speed of an engine (internal combustion engine) has been reduced due to a demand for improvement in fuel consumption. However, when the idling speed is reduced, the time required for increasing the engine speed when starting from the idling state is increased, and the startability may be deteriorated due to a delay in the increase in driving force.
Further, the engine drives various auxiliary machines such as an alternator (generator), and a part of the engine output is consumed as a load, which may further deteriorate the startability.

この様なことから、エンジンに電気的に作動し吸気を過給する電動過給機を備え、アイドル運転状態からの発進時に電動過給機を予め作動させ、エンジンの出力を増大させることにより駆動力を増大させると共に、オルタネータではアイドル運転状態からの発進時に発電を抑制し、電動過給機の作動にバッテリ（蓄電池）を用いてエンジンの負荷を減らすことにより駆動力を増大させ、発進性を向上させることのできる自動車用エンジン制御装置が開発されている（特許文献１）。   For this reason, it is equipped with an electric supercharger that is electrically actuated to the engine and supercharges intake air, and is driven by increasing the engine output by operating the electric supercharger in advance when starting from an idle operation state. In addition to increasing the power, the alternator suppresses power generation when starting from the idle operation state, and uses a battery (storage battery) to operate the electric supercharger to reduce the load on the engine, thereby increasing the driving force and improving the startability. An automotive engine control device that can be improved has been developed (Patent Document 1).

特開２００７−１６２５１０号公報JP 2007-162510 A

上記特許文献１の自動車用エンジン制御装置では、車両が発進する際にアイドル運転状態から予め電動過給機の回転を立ち上げ、更にオルタネータでの発電を抑制することによりアイドル運転状態からの発進性を向上させるようにしている。
しかしながら、アイドル運転状態で予め電動過給機の回転を立ち上げており、電動過給機の作動に必要な多大な電力をバッテリの電力から消費することとなる。 In the engine control device for automobiles of Patent Document 1 described above, when the vehicle starts, the rotation of the electric supercharger is started in advance from the idle operation state, and further, the startability from the idle operation state is suppressed by suppressing the power generation in the alternator. To improve.
However, the rotation of the electric supercharger is started up in advance in the idle operation state, and a large amount of electric power necessary for the operation of the electric supercharger is consumed from the electric power of the battery.

また、オルタネータの発電制御は、アイドル運転状態からの発進時に限定して制御をしており、定常走行からの再加速時には制御されないこととなる。
よって、電力の消費を補うためにオルタネータによる発電が必要となり、アイドル運転時のエンジン負荷が増え、また、再加速時にはオルタネータの発電を制御しておらず再加速時のエンジン負荷が増え、発進性及び再加速性が悪化することになり好ましいことでない。 Further, the power generation control of the alternator is controlled only at the time of start from the idle operation state, and is not controlled at the time of reacceleration from the steady running.
Therefore, power generation by the alternator is necessary to compensate for power consumption, and the engine load during idle operation increases.Also, during re-acceleration, the alternator power generation is not controlled and the engine load during re-acceleration increases. In addition, the reacceleration property is deteriorated, which is not preferable.

本発明は、この様な問題を解決するためになされたもので、その目的とするところは、アイドル運転状態からの発進時、定常走行からの加速時及び再加速時にエンジンの負荷を低減し、速やかに出力を確保し、発進性及び加速性を向上することのできる車両の内燃機関制御装置を提供することにある。   The present invention has been made in order to solve such problems, and the object of the present invention is to reduce the load on the engine when starting from an idle operation state, during acceleration from steady running, and during reacceleration, An object of the present invention is to provide a control apparatus for an internal combustion engine of a vehicle that can quickly ensure output and improve startability and acceleration.

上記の目的を達成するために、請求項１の車両の内燃機関制御装置は、電気的に作動し内燃機関への吸気を過給する電動過給機と、内燃機関により駆動され発電する発電機と、内燃機関の出力調節を行うアクセルの開度を検出するアクセル開度検出手段と、内燃機関の回転速度を検出する内燃機関回転速度検出手段と、前記発電機により発電された電力を蓄電し、且つ蓄電した電力を他の電気機器に供給する蓄電池と、前記アクセル開度検出手段にて検出されたアクセルの開度と前記内燃機関回転速度検出手段により検出された内燃機関の回転速度より要求過給圧を演算する要求過給圧演算手段と、前記要求過給圧演算手段からの要求過給圧に応じて前記電動過給機の作動を制御する電動過給機制御手段と、前記発電機の発電を制御する発電機制御手段とを備え、前記発電機制御手段は、前記要求過給圧演算手段にて演算された要求過給圧が所定過給圧より大きい場合には、前記発電機の発電電圧を前記蓄電池の電圧より所定電圧だけ低くなるよう設定し、その後、前記要求過給圧演算手段にて演算された要求過給圧が所定過給圧より低い場合には、第１の所定時間経過後に前記発電機での発電電圧を通常制御電圧に復帰させることを特徴とする。 In order to achieve the above object, an internal combustion engine control device for a vehicle according to claim 1 is an electric supercharger that is electrically operated to supercharge intake air to the internal combustion engine, and a generator that is driven by the internal combustion engine to generate electric power. An accelerator opening detecting means for detecting an accelerator opening for adjusting the output of the internal combustion engine, an internal combustion engine rotational speed detecting means for detecting the rotational speed of the internal combustion engine, and storing the electric power generated by the generator. And a storage battery for supplying the stored electric power to another electrical device, an accelerator opening detected by the accelerator opening detecting means, and a rotation speed of the internal combustion engine detected by the internal combustion engine rotation speed detecting means. Required supercharging pressure calculating means for calculating supercharging pressure, electric supercharger control means for controlling the operation of the electric supercharger in accordance with the required supercharging pressure from the required supercharging pressure calculating means, and the power generation Power generation to control power generation And a control unit, the generator control unit, said request if the request supercharging pressure which is calculated by the supercharging pressure calculation means is greater than a predetermined supercharging pressure is the generated voltage of the generator of the battery If the required supercharging pressure calculated by the required supercharging pressure calculating means is lower than the predetermined supercharging pressure, then the generator is set after the elapse of a first predetermined time. The power generation voltage at is returned to the normal control voltage .

また、請求項２の車両の内燃機関制御装置では、請求項１において、前記発電機制御手段は、前記蓄電池の蓄電率が所定蓄電率より低い場合には、前記発電機での発電電圧を前記通常制御電圧より低い第１の所定発電電圧とし、更に第２の所定時間経過後に該第１の所定発電電圧より高く該通常制御電圧以下である第２の所定発電電圧に設定することを特徴とする。 Also, in the internal combustion engine control apparatus according to claim 2 vehicles, Oite to claim 1, wherein the generator control unit, when the charge rate of the battery is lower than a predetermined charge rate is power generation in said electric generator The voltage is set to a first predetermined power generation voltage lower than the normal control voltage, and further set to a second predetermined power generation voltage that is higher than the first predetermined power generation voltage and less than or equal to the normal control voltage after a second predetermined time elapses. It is characterized by.

請求項１の発明によれば、発電機制御手段では、要求過給圧が所定過給圧より大きい場合には発電機の発電電圧を蓄電池の電圧より低く設定するようにしている。
このように、要求過給圧が所定過給圧より大きい場合に発電機の発電電圧を低く設定して電動過給機を作動させているので、電動過給機の回転速度立ち上げ時の内燃機関の負荷を低減することができる。 According to the first aspect of the invention, the generator control means sets the power generation voltage of the generator lower than the voltage of the storage battery when the required supercharging pressure is larger than the predetermined supercharging pressure.
As described above, when the required supercharging pressure is larger than the predetermined supercharging pressure, the electric supercharger is operated by setting the power generation voltage of the generator low. The load on the engine can be reduced.

従って、アイドル運転状態からの発進時及び定常走行からの加速時等の電動過給機が作動するような場合であっても内燃機関の負荷を低減することができ、速やかに内燃機関の出力を確保することができるので、発進性及び加速性を向上させることができる。
また、要求過給圧が所定過給圧より低い場合には、第１の所定時間経過後に発電機での発電電圧を通常制御電圧に復帰するようにしているので、短い時間内で再度過給要求が立ち上がり電動過給機を作動させる必要がある場合であっても、再度発電機の発電電圧を蓄電池の電圧より低く設定する必要が無くなり、加速終了からの短期間での再加速時において、電動過給機の作動が要求された場合であっても、応答性を損ねることなく発電負荷を低減することができ、速やかに内燃機関の出力を確保することができるので、再加速性を向上させることができる。 Therefore, the load on the internal combustion engine can be reduced and the output of the internal combustion engine can be quickly reduced even when the electric supercharger is activated, for example, when starting from an idle operation state or when accelerating from steady running. Since it can ensure, startability and acceleration can be improved.
In addition , when the required supercharging pressure is lower than the predetermined supercharging pressure, the power generation voltage at the generator is returned to the normal control voltage after the first predetermined time has elapsed, so that the supercharging is again performed within a short time. Even if the demand rises and it is necessary to operate the electric supercharger, there is no need to set the generator voltage lower than the voltage of the storage battery again, and at the time of re-acceleration in a short period from the end of acceleration, Even when the operation of the electric supercharger is required, the power generation load can be reduced without impairing the responsiveness, and the output of the internal combustion engine can be secured quickly, improving the reacceleration performance Can be made.

請求項２の発明によれば、蓄電池の蓄電率が所定蓄電率より低い場合には、発電機での発電電圧を通常制御電圧より低い第１の所定発電電圧とし、更に第２の所定時間経過後に該第１の所定発電電圧より高く該通常制御電圧以下である第２の所定発電電圧に設定しているので、蓄電池の蓄電率が所定蓄電率より低い場合であっても、蓄電池を効率よく使用することができる。 According to the invention of claim 2 , when the storage rate of the storage battery is lower than the predetermined storage rate, the power generation voltage at the generator is set to the first predetermined power generation voltage lower than the normal control voltage, and the second predetermined time has elapsed. Since the second predetermined power generation voltage that is higher than the first predetermined power generation voltage and later than the normal control voltage is set later, the storage battery can be efficiently used even when the power storage rate of the storage battery is lower than the predetermined power storage rate. Can be used.

本発明の実施形態に係る車両の内燃機関制御装置の概略構成図である。1 is a schematic configuration diagram of an internal combustion engine control device for a vehicle according to an embodiment of the present invention. 本発明の実施形態に係る車両の内燃機関制御装置の発電制御ルーチンを示すフローチャートである。It is a flowchart which shows the electric power generation control routine of the internal combustion engine control apparatus of the vehicle which concerns on embodiment of this invention. 本発明の実施形態に係る要求過給圧マップである。It is a request | requirement supercharging pressure map which concerns on embodiment of this invention.

以下、本発明の実施の形態を図面に基づき説明する。
図１は、本発明の実施形態に係る車両の内燃機関制御装置の概略構成図であり、太実線が高電圧回路、細実線が１２Ｖ回路を示し、以下、当該車両の内燃機関制御装置の概略構成図を説明する。
図１に示すように、車両の内燃機関制御装置は、エンジン（内燃機関）１０、モータ・ジェネレータ（発電機）３０、高電圧バッテリ（蓄電池）４１、バッテリマネージメントユニット（以下、ＢＭＵという）４２、ＤＣ−ＤＣコンバータ４３、１２Ｖバッテリ４５、エンジン電子コントロールユニット（以下、ＥＮＧ−ＥＣＵという）（電動過給機制御手段、要求過給圧演算手段、発電機制御手段）５０、１２Ｖ機器（例えば、ＥＮＧ−ＥＣＵ５０を含むラジエターファン及びヘッドランプ等の車両全体の電気機器）６０から構成される。なお、それぞれの構成要素は、電気的に接続される。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of an internal combustion engine control apparatus for a vehicle according to an embodiment of the present invention, where a thick solid line indicates a high voltage circuit and a thin solid line indicates a 12V circuit. A configuration diagram will be described.
As shown in FIG. 1, an internal combustion engine controller for a vehicle includes an engine (internal combustion engine) 10, a motor / generator (generator) 30, a high-voltage battery (storage battery) 41, a battery management unit (hereinafter referred to as BMU) 42, DC-DC converter 43, 12V battery 45, engine electronic control unit (hereinafter referred to as ENG-ECU) (electric supercharger control means, required supercharging pressure calculation means, generator control means) 50, 12V equipment (for example, ENG -Electric equipment for the entire vehicle such as a radiator fan and a headlamp including the ECU 50) 60. Each component is electrically connected.

車両に搭載されるエンジン１０には、エンジン１０内に空気を取り込む吸気通路として、上流から吸入された空気中のゴミを取り除くエアクリーナ１１、モータにて駆動され吸入された空気を圧縮する電動コンプレッサ（電動過給機）１３、圧縮された空気を冷却するインタークーラ１６、吸入空気量を調整するスロットルボディ１７、吸入した空気を一旦溜めるサージタンク１８、吸気管１９が吸気ダクト１２及びインタークーラパイプ１５を介してそれぞれ連通するように設けられている。   An engine 10 mounted on a vehicle includes an air cleaner 11 that removes dust in the air sucked from upstream as an intake passage for taking air into the engine 10, and an electric compressor that is driven by a motor and compresses the sucked air ( (Electric supercharger) 13, an intercooler 16 that cools compressed air, a throttle body 17 that adjusts the amount of intake air, a surge tank 18 that temporarily stores the intake air, an intake pipe 19 that serves as an intake duct 12 and an intercooler pipe 15 Are provided so as to communicate with each other.

このように構成されたエンジン１０は、図示しない燃料供給経路より供給される燃料と吸気通路より吸入される空気を混合し燃焼させることにより動力を発生させている。燃焼後の排出ガスは、図示しない排気管からエンジン１０の外へ排出される。そして、エンジン１０にて発生した動力は、トランスミッション（以下、Ｔ／Ｍという）２０に出力され、Ｔ／Ｍ２０にて増速或いは減速されて図示しない駆動系部品を経由し図示しないタイヤに動力が伝達される。   The engine 10 configured as described above generates power by mixing and burning fuel supplied from a fuel supply path (not shown) and air sucked from an intake passage. The exhaust gas after combustion is discharged out of the engine 10 from an exhaust pipe (not shown). The power generated in the engine 10 is output to a transmission (hereinafter referred to as T / M) 20, and is accelerated or decelerated at the T / M 20 to drive power to tires (not shown) via drive system parts (not shown). Communicated.

モータ・ジェネレータ３０は、ベルト３２を介してエンジン１０により駆動される。
また、モータ・ジェネレータ３０には、発電した交流電流を直流電流に変換するインバータ３１が備えられている。
インバータ３１で変換された直流電流は、高電圧回路４４を介して、直流電流を交流電流に変換し電動コンプレッサ１３のモータを駆動するインバータ１４及び高電圧バッテリ４１のＢＭＵ４２を介してモータ・ジェネレータ３０にて発電され余った電力を蓄電する高電圧バッテリ４１に供給される。 The motor / generator 30 is driven by the engine 10 via a belt 32.
The motor / generator 30 is provided with an inverter 31 that converts the generated alternating current into a direct current.
The direct current converted by the inverter 31 is converted into an alternating current through a high voltage circuit 44 to drive the motor of the electric compressor 13 and the motor / generator 30 through the BMU 42 of the high voltage battery 41. Is supplied to the high-voltage battery 41 that stores the surplus power generated by the power.

ＢＭＵ４２は、図示しない電流計、電圧計及び温度計にて計測される高圧バッテリ４１の電圧、電流及び温度を管理し、更には電圧、電流及び温度から高圧バッテリ４１の充電率（以下、ＳＯＣ（State of Charge）という）を算出し、高電圧バッテリ４１のＳＯＣを管理するものである。
高電圧回路４４には、高電圧の電圧を１２Ｖの電圧に変換するＤＣ−ＤＣコンバータ４３が接続されている。 The BMU 42 manages the voltage, current, and temperature of the high-voltage battery 41 measured by an ammeter, a voltmeter, and a thermometer (not shown), and further determines the charging rate (hereinafter referred to as SOC ( State of Charge) is calculated and the SOC of the high voltage battery 41 is managed.
The high voltage circuit 44 is connected to a DC-DC converter 43 that converts a high voltage into a voltage of 12V.

一方、ＤＣ−ＤＣコンバータ４３は、１２Ｖバッテリ４５及び１２Ｖ機器６０等が接続される１２Ｖ回路４６に接続されている。即ち、ＤＣ−ＤＣコンバータ４３で高電圧の電圧から１２Ｖの電圧に変換された電力により１２Ｖバッテリ４５は充電され、１２Ｖバッテリ４５の電圧によっては、１２Ｖ機器６０にも電力が供給される。
ＥＮＧ−ＥＣＵ５０は、エンジン１０の総合的な制御を行うための制御装置であり、入出力装置、記憶装置（ＲＯＭ、ＲＡＭ、不揮発性ＲＡＭ等）、タイマ及び中央演算処理装置（ＣＰＵ）等を含んで構成される。 On the other hand, the DC-DC converter 43 is connected to a 12V circuit 46 to which a 12V battery 45 and a 12V device 60 are connected. That is, the 12V battery 45 is charged by the electric power converted from the high voltage voltage to the 12V voltage by the DC-DC converter 43, and the 12V battery 60 is also supplied with electric power depending on the voltage of the 12V battery 45.
The ENG-ECU 50 is a control device for performing overall control of the engine 10, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a timer, a central processing unit (CPU), and the like. Consists of.

ＥＮＧ−ＥＣＵ５０の入力側には、ＢＭＵ４２、エンジン１０の回転数を検出するクラン角センサ（内燃機関回転速度検出手段）５１、アクセル開度を検出するアクセルポジションセンサ（以下、ＡＰＳという）（アクセル開度検出手段）５２及び図示しないセンサ類が電気的に接続されており、これら各種センサ類からの検出情報が入力される。
一方、ＥＮＧ−ＥＣＵ５０の出力側には、電動コンプレッサ１３のインバータ１４、モータ・ジェネレータ３０のインバータ３１及びＤＣ−ＤＣコンバータ４３が電気的に接続されている。 On the input side of the ENG-ECU 50, there are a BMU 42, a clan angle sensor (internal combustion engine rotational speed detecting means) 51 for detecting the rotational speed of the engine 10, and an accelerator position sensor (hereinafter referred to as APS) for detecting the accelerator opening (accelerator opening). Degree detection means) 52 and sensors (not shown) are electrically connected, and detection information from these various sensors is input.
On the other hand, the inverter 14 of the electric compressor 13, the inverter 31 of the motor / generator 30, and the DC-DC converter 43 are electrically connected to the output side of the ENG-ECU 50.

ＥＮＧ−ＥＣＵ５０は、クランク角センサ５１とＡＰＳ５２からの検出情報より要求過給圧を演算し、該要求過給圧及びＢＭＵ４２からの検出情報より電動コンプレッサ１３及びモータ・ジェネレータ３０の作動を制御する出力信号をインバータ１４及びインバータ３１へ供給する。
以下、このように構成された本発明の実施形態に係る車両の内燃機関制御装置の作用及び効果について詳細に説明する。 The ENG-ECU 50 calculates the required supercharging pressure from the detection information from the crank angle sensor 51 and the APS 52, and outputs to control the operation of the electric compressor 13 and the motor / generator 30 from the required supercharging pressure and the detection information from the BMU 42. A signal is supplied to the inverter 14 and the inverter 31.
Hereinafter, the operation and effect of the internal combustion engine control device for a vehicle according to the embodiment of the present invention configured as described above will be described in detail.

図２は、内燃機関制御装置の発電制御ルーチンを示すフローチャートであり、また、図３は、要求過給圧マップであり、エンジン回転数とアクセル開度より要求過給圧を算出するものである。ここに、要求過給圧マップは、予め実験等に基づき設定される。
図２に示すように、ステップＳ１０では、タイマＴＡをリセットする。
ステップＳ１２では、後述の過給時制御フラグＦが１であるか、否かを判別する。判別結果が真（Ｙｅｓ）で過給時制御フラグＦが１であれば、ステップＳ１４に進み、判別結果が偽（Ｎｏ）で過給時制御フラグＦが１でなければ、ステップＳ３２に進む。 FIG. 2 is a flowchart showing a power generation control routine of the internal combustion engine controller, and FIG. 3 is a required boost pressure map, which calculates the required boost pressure from the engine speed and the accelerator opening. . Here, the required boost pressure map is set in advance based on experiments or the like.
As shown in FIG. 2, in step S10, the timer TA is reset.
In step S12, it is determined whether or not a supercharging control flag F, which will be described later, is 1. If the determination result is true (Yes) and the supercharging control flag F is 1, the process proceeds to step S14. If the determination result is false (No) and the supercharging control flag F is not 1, the process proceeds to step S32.

ステップＳ１４では、エンジン回転数とアクセル開度に基づき図３に示す要求過給圧マップより算出される要求過給圧が所定過給圧より高いか、否かを判別する。判別結果が真（Ｙｅｓ）で要求過給圧が所定過給圧より高ければ、ステップＳ１６に進み、判別結果が偽（Ｎｏ）で要求過給圧が所定過給圧以下であれば、ステップＳ３２に進む。
ステップＳ１６では、ＳＯＣが所定蓄電率（例えば、３０％）より少ないか、否かを判別する。判別結果が真（Ｙｅｓ）でＳＯＣが所定蓄電率より少なければ、ステップＳ１８に進み、判別結果が偽（Ｎｏ）でＳＯＣが所定蓄電率以上であれば、ステップＳ２０に進み、モータ・ジェネレータ３０の発電電圧をバッテリ総電圧より目標発電電圧減少値（所定電圧）だけ小さい電圧に設定し、ステップＳ２８に進む。 In step S14, it is determined whether or not the required boost pressure calculated from the required boost pressure map shown in FIG. 3 is higher than a predetermined boost pressure based on the engine speed and the accelerator opening. If the determination result is true (Yes) and the required boost pressure is higher than the predetermined boost pressure, the process proceeds to step S16. If the determination result is false (No) and the required boost pressure is equal to or lower than the predetermined boost pressure, step S32 is performed. Proceed to
In step S16, it is determined whether or not the SOC is less than a predetermined power storage rate (for example, 30%). If the determination result is true (Yes) and the SOC is less than the predetermined power storage ratio, the process proceeds to step S18. If the determination result is false (No) and the SOC is equal to or greater than the predetermined power storage ratio, the process proceeds to step S20. The generated voltage is set to a voltage smaller than the total battery voltage by the target generated voltage decrease value (predetermined voltage), and the process proceeds to step S28.

ステップＳ１８では、初回成立時のみタイマＴＢをリセットする。
ステップＳ２２では、タイマＴＢが第２の所定時間（例えば、１ｓｅｃ）より小さいか、否かを判別する。判別結果が真（Ｙｅｓ）でタイマＴＢが第２の所定時間より小さければ、ステップＳ２４に進み、モータ・ジェネレータ３０での発電電圧を通常発電電圧より低い第１の所定発電電圧とし、ステップＳ２８に進む、判別結果が偽（Ｎｏ）でタイマＴＢが第２の所定時間以上であれば、ステップＳ２６に進み、モータ・ジェネレータ３０での発電電圧を第１の所定発電電圧より高く、通常発電電圧以下である第２の所定発電電圧とし、ステップＳ２８に進む。 In step S18, the timer TB is reset only when it is first established.
In step S22, it is determined whether or not the timer TB is shorter than a second predetermined time (for example, 1 sec). If the determination result is true (Yes) and the timer TB is smaller than the second predetermined time, the process proceeds to step S24, where the power generation voltage at the motor / generator 30 is set to the first predetermined power generation voltage lower than the normal power generation voltage. If the determination result is false (No) and the timer TB is equal to or longer than the second predetermined time, the process proceeds to step S26, where the power generation voltage at the motor / generator 30 is higher than the first predetermined power generation voltage and lower than the normal power generation voltage. The second predetermined power generation voltage is set, and the process proceeds to step S28.

ステップＳ２８では、高電圧バッテリ４１のバッテリ電流が所定電流より大きいか、否かを判別する。判別結果が真（Ｙｅｓ）で高電圧バッテリ４１のバッテリ電流が所定電流より大きければ、ステップＳ３０に進み、過給時制御フラグＦを１とし電動コンプレッサ１３を作動して過給を開始し、当該ルーチンを抜ける。判別結果が偽（Ｎｏ）で高電圧バッテリ４１のバッテリ電流が所定電流以下であれば、ステップＳ３６に進む。   In step S28, it is determined whether or not the battery current of the high voltage battery 41 is greater than a predetermined current. If the determination result is true (Yes) and the battery current of the high voltage battery 41 is greater than the predetermined current, the process proceeds to step S30, the supercharging control flag F is set to 1, the electric compressor 13 is operated, and supercharging is started. Exit the routine. If the determination result is false (No) and the battery current of the high voltage battery 41 is equal to or less than the predetermined current, the process proceeds to step S36.

一方、ステップＳ３２では、タイマＴＡが第１の所定時間（例えば、１０ｓｅｃ）より大きいか、否かを判別する。判別結果が真（Ｙｅｓ）で第１の所定時間より大きければ、ステップＳ３４に進み、判別結果が偽（Ｎｏ）で第１の所定時間以下であれば再度ステップＳ１２へ戻る。
ステップＳ３４では、モータ・ジェネレータ３０の発電制御を通常発電電圧となる通常発電制御とする。 On the other hand, in step S32, it is determined whether or not the timer TA is longer than a first predetermined time (for example, 10 seconds). If the determination result is true (Yes) and greater than the first predetermined time, the process proceeds to step S34, and if the determination result is false (No) and equal to or less than the first predetermined time, the process returns to step S12 again.
In step S34, the power generation control of the motor / generator 30 is set to the normal power generation control at the normal power generation voltage.

ステップＳ３６では、過給時制御フラグＦを０とし、電動コンプレッサ１３を作動させることなく当該ルーチンを抜ける。
以上のように、本発明の実施形態に係る車両の内燃機関制御装置によれば、エンジン回転数とアクセル開度に基づいて要求過給圧マップより算出される要求過給圧が所定過給圧より大きく、高電圧バッテリ４１のＳＯＣが所定蓄電率以上であればモータ・ジェネレータ３０の発電電圧をバッテリ総電圧より目標発電電圧減少値だけ小さい電圧に設定している。 In step S36, the supercharging control flag F is set to 0, and the routine is exited without operating the electric compressor 13.
As described above, according to the vehicle internal combustion engine control apparatus of the embodiment of the present invention, the required boost pressure calculated from the required boost pressure map based on the engine speed and the accelerator opening is the predetermined boost pressure. If the SOC of the high voltage battery 41 is greater than or equal to the predetermined power storage ratio, the power generation voltage of the motor / generator 30 is set to a voltage that is smaller than the total battery voltage by the target power generation voltage decrease value.

このように、高電圧バッテリ４１のＳＯＣが所定蓄電率以上の場合にモータ・ジェネレータ３０の発電電圧をバッテリ総電圧より目標発電電圧減少値だけ小さい電圧に設定しているので、電動コンプレッサ１３を高圧バッテリ４１からの電力により作動させることができる。
また、制御ルーチン開始時に過給時制御フラグＦが０である場合、或いは要求過給圧が所定過給圧以下である場合に第１の所定時間経過後に通常発電制御を開始するようにしている。 As described above, when the SOC of the high voltage battery 41 is equal to or higher than the predetermined storage rate, the power generation voltage of the motor / generator 30 is set to a voltage smaller than the total battery voltage by the target power generation voltage decrease value. It can be operated by electric power from the battery 41.
Further, when the supercharging control flag F is 0 at the start of the control routine, or when the required supercharging pressure is equal to or lower than the predetermined supercharging pressure, the normal power generation control is started after the first predetermined time has elapsed. .

このように、第１の所定時間経過後に通常発電制御を開始するようにしているので、電動コンプレッサ１３を一旦作動させないようにした後、短時間のうちに再度過給要求が発生し電動コンプレッサ１３を作動させる必要が生じた場合であっても、再度モータ・ジェネレータ３０の発電電圧を降下させる必要がない。
また、高電圧バッテリ４１のＳＯＣが所定蓄電率より小さい場合にモータ・ジェネレータ３０の発電電圧を通常発電より低い電圧である第１の所定発電電圧とし、第２の所定時間経過後に第１の所定発電電圧より高く、通常発電電圧以下である第２の所定発電電圧に設定している。 As described above, since the normal power generation control is started after the first predetermined time has elapsed, after the electric compressor 13 is not operated once, the supercharging request is generated again within a short time and the electric compressor 13 is activated. Even if it is necessary to operate the motor generator 30, it is not necessary to lower the power generation voltage of the motor / generator 30 again.
Further, when the SOC of the high voltage battery 41 is smaller than the predetermined power storage rate, the power generation voltage of the motor / generator 30 is set to the first predetermined power generation voltage that is lower than the normal power generation, and after the second predetermined time has elapsed, The second predetermined power generation voltage is set higher than the power generation voltage and lower than the normal power generation voltage.

このように、高電圧バッテリ４１のＳＯＣが所定蓄電率より小さい場合にモータ・ジェネレータ３０の発電電圧を通常発電より低い電圧である第１の所定発電電圧としているので、特に大きな電力を必要とする電動コンプレッサ１３の起動時において高電圧バッテリ４１の電力を第１の所定発電電圧と同一となるまで消費させることができる。
従って、本発明の実施形態に係る車両の内燃機関制御装置によれば、
（１）電動コンプレッサ１３を高圧バッテリ４１からの電力により作動させており、モータ・ジェネレータ３０の作動によるエンジン１０の負荷を低減しているので、速やかに出力を確保することができ、発進性及び加速性を良くすることができる。
（２）加速終了から短期間での再加速時において過給が必要な場合でも、再度モータ・ジェネレータ３０の発電電圧を降下させる必要がないので、応答性が良く速やかに出力を確保することができ、再加速性を良くすることができる。
（３）高電圧バッテリ４１のＳＯＣが所定蓄電率より小さい場合であっても、高電圧バッテリ４１をモータ・ジェネレータ３０での発電電圧である第１の所定発電電圧と同一となるまで消費させることができるので、高電圧バッテリ４１を効率的に使用することができる。 As described above, when the SOC of the high voltage battery 41 is smaller than the predetermined storage rate, the power generation voltage of the motor / generator 30 is the first predetermined power generation voltage that is lower than the normal power generation. When the electric compressor 13 is started, the power of the high voltage battery 41 can be consumed until it becomes the same as the first predetermined generated voltage.
Therefore, according to the internal combustion engine control device for a vehicle according to the embodiment of the present invention,
(1) Since the electric compressor 13 is operated by the electric power from the high voltage battery 41 and the load on the engine 10 due to the operation of the motor / generator 30 is reduced, the output can be secured quickly, and the startability and Acceleration can be improved.
(2) Even if supercharging is required at the time of re-acceleration in a short period from the end of acceleration, it is not necessary to lower the power generation voltage of the motor / generator 30 again. And re-acceleration can be improved.
(3) Even when the SOC of the high-voltage battery 41 is smaller than the predetermined storage rate, the high-voltage battery 41 is consumed until it becomes equal to the first predetermined power generation voltage that is the power generation voltage of the motor generator 30. Therefore, the high voltage battery 41 can be used efficiently.

以上で発明の実施形態の説明を終えるが、本発明の形態は実施形態に限定されるものではない。
例えば、本実施形態は、目標電圧を変えモータ・ジェネレータ３０を制御するようにしているが、これに限定するものではなく端子間のＯＮ・ＯＦＦを切り換えるＰＷＭ制御のディーティ率を変えて制御するものであっても良い。 Although the description of the embodiment of the invention is finished as above, the embodiment of the present invention is not limited to the embodiment.
For example, in the present embodiment, the target voltage is changed and the motor / generator 30 is controlled. However, the present invention is not limited to this, and the control is performed by changing the duty ratio of PWM control for switching ON / OFF between terminals. It may be.

また、高電圧回路４４にて発生した高電圧の電圧をＤＣ−ＤＣコンバータ４３において１２Ｖの電圧に変換し、１２Ｖバッテリ４５及び１２Ｖ機器６０に供給しているが、これに限られたものではなく、これらに代えて２４Ｖバッテリ及び２４Ｖの電気機器或いはそれ以外の電圧のバッテリ及び電気機器であっても良く、それぞれに適した電圧にＤＣ−ＤＣコンバータ４３にて変換し供給することができればよい。   Further, the high voltage generated in the high voltage circuit 44 is converted to a voltage of 12V by the DC-DC converter 43 and supplied to the 12V battery 45 and the 12V device 60. However, the present invention is not limited to this. Instead of this, a 24V battery and a 24V electric device or a battery and an electric device with other voltages may be used as long as the DC-DC converter 43 can convert and supply a voltage suitable for each.

１０ エンジン（内燃機関）
１３ 電動コンプレッサ（電動過給機）
１４ インバータ
３０ モータ・ジェネレータ（発電機）
３１ インバータ
４１ 高電圧バッテリ（蓄電池）
４２ ＢＭＵ
５０ ＥＣＵ（電動過給機制御手段、要求過給圧演算手段、発電機制御手段）
５１ クランク角センサ（内燃機関回転速度検出手段）
５２ ＡＰＳ（アクセル開度検出手段） 10 Engine (Internal combustion engine)
13 Electric compressor (electric supercharger)
14 Inverter 30 Motor generator (generator)
31 Inverter 41 High voltage battery (storage battery)
42 BMU
50 ECU (electric supercharger control means, required supercharging pressure calculation means, generator control means)
51 Crank angle sensor (Internal combustion engine rotational speed detection means)
52 APS (Accelerator opening detection means)

Claims (2)

電気的に作動し内燃機関への吸気を過給する電動過給機と、
内燃機関により駆動され発電する発電機と、
内燃機関の出力調節を行うアクセルの開度を検出するアクセル開度検出手段と、
内燃機関の回転速度を検出する内燃機関回転速度検出手段と、
前記発電機により発電された電力を蓄電し、且つ蓄電した電力を他の電気機器に供給する蓄電池と、
前記アクセル開度検出手段にて検出されたアクセルの開度と前記内燃機関回転速度検出手段により検出された内燃機関の回転速度より要求過給圧を演算する要求過給圧演算手段と、
前記要求過給圧演算手段からの要求過給圧に応じて前記電動過給機の作動を制御する電動過給機制御手段と、
前記発電機の発電を制御する発電機制御手段とを備え、
前記発電機制御手段は、前記要求過給圧演算手段にて演算された要求過給圧が所定過給圧より大きい場合には、前記発電機の発電電圧を前記蓄電池の電圧より所定電圧だけ低くなるよう設定し、その後、前記要求過給圧演算手段にて演算された要求過給圧が所定過給圧より低い場合には、第１の所定時間経過後に前記発電機での発電電圧を通常制御電圧に復帰させることを特徴とする車両の内燃機関制御装置。 An electric supercharger that operates electrically and supercharges intake air to the internal combustion engine;
A generator driven by an internal combustion engine to generate electricity;
An accelerator opening detecting means for detecting an accelerator opening for adjusting the output of the internal combustion engine;
An internal combustion engine rotational speed detection means for detecting the rotational speed of the internal combustion engine;
A storage battery that stores the electric power generated by the generator and supplies the stored electric power to another electrical device;
A required supercharging pressure calculating means for calculating a required supercharging pressure from the accelerator opening detected by the accelerator opening detecting means and the rotational speed of the internal combustion engine detected by the internal combustion engine rotational speed detecting means;
Electric supercharger control means for controlling the operation of the electric supercharger according to the required supercharging pressure from the required supercharging pressure calculation means;
Generator control means for controlling the power generation of the generator,
When the required supercharging pressure calculated by the required supercharging pressure calculating means is larger than a predetermined supercharging pressure, the generator control means lowers the power generation voltage of the generator by a predetermined voltage from the voltage of the storage battery. After that, when the required supercharging pressure calculated by the required supercharging pressure calculating means is lower than the predetermined supercharging pressure, the power generation voltage at the generator is normally set after the first predetermined time has elapsed. A control apparatus for an internal combustion engine of a vehicle, wherein the control voltage is restored . 前記発電機制御手段は、前記蓄電池の蓄電率が所定蓄電率より低い場合には、前記発電機での発電電圧を前記通常制御電圧より低い第１の所定発電電圧とし、更に第２の所定時間経過後に該第１の所定発電電圧より高く該通常制御電圧以下である第２の所定発電電圧に設定することを特徴とする、請求項１に記載の車両の内燃機関制御装置。 When the storage rate of the storage battery is lower than a predetermined storage rate, the generator control means sets the power generation voltage at the generator to a first predetermined generation voltage lower than the normal control voltage, and further for a second predetermined time. 2. The internal combustion engine control device for a vehicle according to claim 1, wherein after the elapse of time, the vehicle is set to a second predetermined power generation voltage that is higher than the first predetermined power generation voltage and lower than or equal to the normal control voltage.
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