JP5359628B2 - Energization control system - Google Patents

Abstract

The invention relates to an electrifying control system, which comprises an engine, a generator, a generating control device, batteries, a crank corner detecting device, a generating control method confirming device, a battery voltage detecting device and a jet electrifying time confirming device. The system controls the electrification of a fuel jetting device and an igniting device from the batteries. The generating control device is arranged for controlling the generation of the generator so as to utilize the generating torque generated by the generator to limit the rotating vibration of acrank shaft. The control method confirming device is arranged for confirming the generating mode based on the crank shaft rotating speed at a preset crank corner detected by the crank corner detecting device. The voltage detecting device is arranged for detecting the battery voltage at a jet determined point. The electrifying time confirming device is arranged for forecasting the voltage at a driving point of the fuel jetting device based on the voltage and generating mode and for confirming the starting time and the ending time for electrifying the jetting device based on the forecasted voltage at the driving point of the fuel jetting device.

Description

  The present invention relates to an energization control system including a power generation control device that controls a power generation torque of a generator coupled to a crankshaft of an internal combustion engine and uses it to suppress rotation fluctuations of the internal combustion engine, and in particular, is charged by the generator. This is suitable for stabilizing the drive of the fuel injection device and the ignition device against battery voltage fluctuations.

  In the combustion cycle of an internal combustion engine, the engine torque increases in the combustion stroke, and the engine torque decreases from the exhaust stroke to the compression stroke. In an internal combustion engine in which a generator is connected to the crankshaft, the power generation torque generated during power generation acts in a direction to suppress the rotation speed of the internal combustion engine, and the engine torque is further reduced in the process of decreasing the engine torque. Rotational fluctuation of the internal combustion engine becomes large, smooth engine rotation is hindered, and causes vibration and noise.

  With respect to such a problem, the conventional power generation control device disclosed in Patent Document 1 increases or decreases the power generation torque applied to the engine at a predetermined timing set during the combustion cycle, and suppresses fluctuations in the engine rotation speed during the combustion cycle. Timing detection means for detecting a predetermined timing of the engine, and power generation torque control means for controlling the power generation torque by switching between the power generation state and the non-power generation state of the power generation device according to the predetermined timing detected by the timing detection means. A provided power generation control device is disclosed.

  On the other hand, in recent years, even in vehicles using a small displacement internal combustion engine such as a scooter, a small ship, etc., a fuel injection device has been adopted instead of a carburetor to reduce fuel consumption, clean combustion exhaust, lean combustion, low idle Attempts have been made (see Patent Document 2, etc.).

In addition, the fuel injection device has a slight operation delay time called an invalid injection time from when the injection signal is received from the energization control device to when the valve is actually opened. This invalid injection time is affected by fluctuations in battery voltage. It is known to receive.
In the conventional power generation control device as disclosed in Patent Document 1, power generation is permitted to increase the power generation torque in accordance with the combustion stroke with a high engine torque in order to suppress rotational fluctuation, and power generation is performed in accordance with a stroke with a low engine torque. Power generation is stopped to reduce torque.
For this reason, as long as power generation is permitted and stopped at a fixed period, battery voltage fluctuations appear at a fixed period, affecting the invalid injection time of the fuel injection device and the ignition energization time of the ignition device. It can be corrected relatively easily.

  However, in actual operating conditions, it is not possible to take measures only by repeatedly permitting and stopping power generation at a fixed period as described in Patent Document 1, and power generation should be given priority in order to prevent the battery from running out due to insufficient power generation. In order to suppress vibration more effectively, it is also necessary to implement power generation control in which the timing of permission and stop of power generation is changed according to the rotation speed. In such a case, the fluctuation of the battery voltage does not necessarily have a fixed period, and when the correction for the fluctuation of the battery voltage is performed under uniform conditions, the energization time is appropriately corrected for the fluctuation of the invalid injection time. On the contrary, there is a possibility that the rotational fluctuation is increased.

  Therefore, in view of such circumstances, the present invention provides a power generation control system including a power generation control device that uses a power generation torque of a generator connected to a crankshaft of an internal combustion engine to suppress rotation fluctuations of the internal combustion engine. It is an object of the present invention to provide an energization control system capable of correcting a change in fuel injection timing and a change in ignition timing due to a change in battery voltage accompanying control with a simple configuration and realizing a stable operation of an internal combustion engine.

In the first invention, the power generation torque (TQ _GE ) generated in the generator (10) by controlling the power generation of the generator (10) connected to and driven by the crankshaft (83) of the internal combustion engine (80 ). And a battery (40) charged by the generator (10) , and a power generation control device (20) that is used for suppressing rotational fluctuation of the crankshaft (83) ,
A fuel injection device (60) for injecting fuel from the battery (40) to the internal combustion engine (80) according to the operation status of the internal combustion engine (80) and the combustion chamber (800) of the internal combustion engine are introduced. In the energization control system for controlling energization to the ignition device (61) for igniting the air-fuel mixture,
The crank shaft and a crank angle (83) crank angle detecting means for detecting (CA) (71), the crank shaft at a predetermined crank angle detected by the crank angle detecting means (71) (CAs) of (83) Power generation control method determining means (S100) for determining permission and stop of power generation from the generator (10) based on the rotation speed (V _RT ) ;
Battery voltage detection means (70) for detecting the voltage (+ B) of the battery (40) at the time of injection determination (NNUM = 13) for determining the injection timing (NNUM = 14 to 13) of the fuel injection device (60 ) ; ,
Based on the battery voltage actual value (Vs) detected by the battery voltage detection means (70) , the number of power generation peaks (N _P ) determined by the power generation control method determination means (S100) , and the power generation priority (N _PR ) determined power generation command based on the on-off pattern of the _{(S GE),} timing for driving the fuel injection device (60) of the battery (40) (NNUM = 14-13) injection at the predicted battery voltage in _{(V PRINJ)} Predict
Injection energization time determining means (S110) for determining energization start timing and energization end timing from the battery (40) to the fuel injection device (60) based on the predicted battery voltage (V _PRINJ ) at the time of injection;
The battery voltage actual value (Vs) detected by the battery voltage detection means (70) , the number of power generation peaks (N _P ) and the power generation priority (N _PR ) determined by the power generation control method determination means (100) . based on the basis of the on-off pattern of the determined power generation command _{(S GE)} to said battery (40) the ignition device (61) for driving the timing of the ignition time of the predicted battery voltage at (NNUM = 5~7) _{(V PRIG} ) to predict, based on the point fire when predicted battery voltage (V _PRIG), ignition energization time determining means for determining the energization start timing and energization end timing from the battery (40) the ignition device (61) ( (S120) .

According to the first aspect of the present invention, when the power generation torque is controlled according to the operation state of the internal combustion engine and used for suppressing rotation fluctuations, even when the battery voltage fluctuates, it is measured at a predetermined injection determination timing. It is possible to accurately predict the battery voltage when fuel injection is started from the fuel device and when spark discharge is started by the ignition device from the battery voltage and the power generation pattern determined by the power generation control method determining means. Thus, the energization time to the fuel injection device and the ignition device can be accurately corrected according to the predicted voltage fluctuation.
Therefore, in addition to the effect of suppressing the rotation fluctuation by controlling the power generation torque, the fluctuation of the fuel injection amount due to the fluctuation of the invalid injection time accompanying the fluctuation of the battery voltage is reduced, and the discharge end timing and the fluctuation of the discharge time of the ignition device are reduced. It is possible to further stabilize the rotational speed of the internal combustion engine by reducing the fluctuation in ignitability that occurs.

In the second invention, the power generation control method determining means determines the power generation control method determination timing based on whether or not the crank angle detected by the crank angle detection means is a predetermined crank angle for determining the power generation control method. Method determination time determination means, rotation speed calculation means for calculating an instantaneous rotation speed at a predetermined crank angle as a control rotation speed, and target rotation speed calculation for setting a target rotation speed in accordance with the operating condition of the internal combustion engine Means,
Target deviation calculation means for calculating a deviation between the rotation speed at the predetermined crank angle calculated by the rotation speed calculation means and the target rotation speed calculated by the target rotation speed calculation means;
The number of power generation peaks determining means for determining the number of power generation peaks of the generator from the target deviation calculated by the target deviation calculation means and the battery voltage at the predetermined crank angle;
A power generation priority determining unit that determines a power generation priority by comparing the number of power generation peaks determined by the power generation peak number determining unit with a power generation priority at a preset crank angle (claim 2). .

Since the rotational speed measured at a predetermined crank angle decreases at a constant rate due to friction, the rotational speed corresponding to the combustion cycle is simply measured by measuring the rotational speed at the predetermined crank angle as in the second invention. It is possible to predict a change in speed, and when the rotational speed at a predetermined crank angle is slower than the target rotational speed, the generator is set in a non-power generation state so as to suppress the power generation torque, and the predetermined crank When the rotational speed at the corner is faster than the target rotational speed, the generator can be put into a power generation state so as to increase the power generation torque.
Instead of deciding on / off power generation uniformly for a specific crank angle as in the case of a conventional power generation control device, depending on the detected rotational speed by the deviation between the rotational speed at the predetermined crank angle and the target rotational speed Therefore, the optimal power generation control is performed according to the deviation between the actual rotation speed and the target rotation speed after ensuring the necessary power generation without excessively suppressing power generation. While performing, the fluctuation | variation of the fuel-injection conditions and ignition conditions by the fluctuation | variation of a battery voltage can be correct | amended accurately, and the rotation speed of the said internal combustion engine can be stabilized.

More specifically, as in the third aspect of the invention, the injection energization time determining means determines whether the fuel injection device is supplied to the fuel injection device based on a map of the rotational speed and throttle opening detected at the rotational speed measurement timing. Injection energization end timing for ending injection energization from the injection energization start timing determining means for determining the energization start timing for starting energization, and the injection energization time determined according to the injection energization start timing and the required fuel injection amount Injection energization end timing determination means for determining the injection time prediction battery voltage calculation means for calculating the predicted battery voltage at injection based on the battery voltage detected at the injection determination timing, and injection based on the predicted injection time battery voltage An injection energization end timing correcting means for correcting the energization end timing;
The ignition energization time determining means determines the ignition energization end timing determining means for determining the ignition energization end timing based on the ignition advance map, the ignition energization end timing determined in advance, and the required ignition energy application amount An ignition start timing determining means for determining an ignition start timing from the determined ignition energization time; an ignition predicted battery voltage calculation means for calculating an ignition predicted battery voltage based on the battery voltage detected at the injection determination timing; And ignition start timing correction means for correcting the ignition start timing based on the ignition predicted battery voltage.

  According to the third aspect of the present invention, while suppressing the rotational fluctuation of the internal combustion engine using the power generation torque by the power generation control of the generator, the energization time and ignition to the fuel injection device against the battery voltage fluctuation accompanying the power generation control It is possible to provide an energization control system capable of correcting the energization time of the apparatus to suppress rotational fluctuations over a plurality of combustion cycles and realizing a stable operation of the internal combustion engine.

The block diagram which shows the whole outline | summary of the electricity supply control system in embodiment of this invention. The outline | summary of the generator used for the electricity supply control system of this invention is shown, (a) is the top view, (b) is the sectional drawing. The flowchart which shows the electric power generation control method used for the electricity supply control system of this invention. (A) is a time chart which shows the effect with respect to the rotation fluctuation suppression in the combustion cycle of the electric power generation control method used for the electricity supply control system of this invention, (b) is the power generation mountain number determination table used for the said electric power generation control method. . The block diagram which shows an example of the determination method of the target rotational speed used for the electricity supply control system of this invention. The time chart which shows the fluctuation over the several combustion cycle by the electric power generation control method used for the electricity supply control system of this invention. The characteristic view which shows the influence with respect to the battery voltage by the drive of the electric power generation control method used for the electricity supply control system of this invention, a fuel-injection apparatus, and an ignition device. The time chart which shows the fluctuation | variation of the invalid injection time by the fluctuation | variation of a battery voltage, and its correction method. It is the correction | amendment table used for the electricity supply control system of this invention, Comprising: (a) is an injection time correction table, (b) is an ignition energization time correction table. The flowchart which shows the electricity supply control method used for the electricity supply control system of this invention. The time chart which shows the rotation fluctuation inhibitory effect over several combustion cycles in the electricity supply control system of this invention.

  The present invention relates to an alternating current generator (ACG) that is connected to a crankshaft of an internal combustion engine and is rotationally driven by the rotation of the crankshaft to generate an alternating current, and in particular, uses a permanent magnet as a field for the rotor In an internal combustion engine provided with a power generation control device for controlling the power generation of the permanent magnet synchronous ACG and using the power generation torque generated in the ACG to suppress the rotation fluctuation of the crankshaft, the fuel against the voltage fluctuation of the battery charged by the ACG This is suitable for stabilizing the driving of the injection device and the ignition device.

  The energization control system of the present invention uses a predetermined crank angle timing (for example, immediately after the combustion explosion stroke) during the combustion stroke detected by the crank angle detection means as a power generation control method determination timing, and detects the instantaneous rotation speed at that time as the rotation speed detection. The number of power generation peaks required during the combustion cycle is determined by the power generation number determining means, and the power generation priority for the power generation peaks set in advance is determined. The on / off pattern of power generation is determined by the power generation necessity determining means so that the power generation torque according to the target rotation speed is obtained, and the power generation torque determined by the power generation control method is quickly converged to the target rotation speed. Based on the on-off pattern, fuel injection timing, and ignition timing, the power supply voltage used to drive the fuel injection device and ignition device In addition to the effect of suppressing rotational fluctuations by controlling the power generation torque, the invalid injection time accompanying battery voltage fluctuations is corrected by correcting the energization time to the fuel injection device and the ignition device according to the predicted voltage fluctuations. It is possible to reduce the fluctuation of the fuel injection amount due to the fluctuation of the engine, and to reduce the fluctuation of the ignitability caused by the fluctuation of the discharge end timing and the discharge time of the ignition device and further stabilize the rotation speed of the internal combustion engine. To do.

First, referring to FIG. 1 and FIG. 2, the internal combustion engine 80 constituting the energization control system 1 of the present invention, the ACG 10 connected to the crankshaft 831 of the internal combustion engine 80 and driven, and the combustion of the internal combustion engine 80 are controlled. An outline of an electronic control unit (ECU) 30 that controls the power generation of the ACG 10 according to a power generation command transmitted from the ECU 30 in accordance with the handcuff strength of the internal combustion engine 80 will be described.
The internal combustion engine 80 includes compressed air and fuel introduced into a combustion chamber 800 defined by a substantially cylindrical cylinder 82, a cylinder head 81 that covers the upper surface of the cylinder 82, and a piston 83 that moves up and down in the cylinder 82. Combustion energy is generated by ignition of the air-fuel mixture, and the obtained combustion energy is converted into rotational force of the crankshaft 831 via the piston 83 and the connecting rod 832.
The crankshaft 831 is a mechanism for converting the lifting and lowering motion of the piston 83 such as the crank arm 833 and the counterweight 834 into the rotational motion of the crankshaft 831 and assisting the lifting and lowering of the piston 83 using the inertia of the counterweight 834. Includes those commonly used.

The cylinder head 81 includes an intake passage 810 opened and closed by an intake valve 811, an exhaust passage 820 opened and closed by an exhaust valve 821, and a fuel injection valve driven by a fuel injection device 60 to inject fuel into the intake passage 810. An (injector) 600 and a spark plug 610 driven by an ignition device (igniter) 61 are provided to ignite the air-fuel mixture in the combustion chamber 800.
The intake stroke into the combustion chamber 800 due to the opening of the intake valve 811 and the lowering of the piston 83, the fuel injection by the fuel injection device 60 and the compression stroke due to the upward movement of the piston 83, and the air-fuel mixture using the ignition device 61 The combustion cycle of the explosion stroke by ignition and the exhaust stroke by opening the exhaust valve 821 is repeated, and the upward and downward movement of the piston 83 is transmitted to the crankshaft 831 through the connecting rod 832 and the like, so that the crankshaft 831 rotates.

The ACG 10 is connected to the crankshaft 831. The ACG 10 includes a stator (stator) 11, a magnet 12, a rotor (rotor) 13, and a flywheel 14.
The stator 11 is formed by winding a plurality of stator cores 110 around which a stator coil 111 is wound, connected in series, and arranged substantially radially. Magnets 12 are arranged on the outer side of the stator 11 in the rotational direction, and N poles. And S poles are alternately arranged to face the stator 11. A permanent magnet is used for the magnet 12.
Along with the rotation of the flyhole 14 connected to the crankshaft 831, the magnet 12 and the rotor 13 rotate relative to the stator 11, whereby the magnetic field in the stator coil 111 changes and an AC is generated in the ACG 10.

  In the internal combustion engine 80, the crankshaft 831 rotates twice while a one-stroke combustion stroke consisting of intake, compression, explosion, and exhaust is completed. For each rotation of the crankshaft 831, the ACG 10 has a power generation mountain cycle half that of the number of poles of the stator 11, and an electromotive force having a frequency proportional to the rotation speed of the crankshaft 831 is generated. In the present embodiment, a configuration in which the stator 11 is provided with 8 poles as shown in FIG. 2 will be described as an example. However, the present invention does not limit the number of poles of the ACG 10, and the number of emitting electrodes is 16. A configuration with poles or 32 poles may be used.

In order to detect the operating state of the internal combustion engine 80, the ECU 30 receives a crank angle signal S _CA , a battery voltage + B, a generated current IGE from sensors 70 such as a crank angle sensor 71, a battery voltage detecting means (not shown), and a generated current sensor. The information indicating the operation status of the engine is input, and the ignition signal IGt and the fuel injection signal INJ are used to control the driving of the power injection system load 62 such as the fuel injection device 60, the igniter 61, the fuel pump (not shown), and the throttle valve. Transmits signals such as a pump drive signal and a throttle opening / closing signal.

A plurality of detectors (refractors) 710 are provided on the outer periphery of the flywheel 14 at predetermined intervals. A crank angle sensor 71 provided as a crank angle detection means detects the refractor 710, and a crank angle signal S _CA is transmitted from the crank angle sensor 71 to the ECU 30. At this time, since the refractor 710 at the specific position is thinned out, the crank angle CA can be accurately detected. Specifically, the crank angle signal S _CA is transmitted every 30 ° for one cycle of combustion stroke (720 ° CA), and the strokes from 0 to 8 and 12 to 20 for each crank signal S _CA. The crank angle signal S _CA is not detected at the crank angle CA corresponding to the NNUMs 9 to 11 and 21 to 23 assigned with the number (NNUM) and thinned out by the reflector 710, and the accurate crank angle CA is determined by specifying the NNUM. I understand.

Further, the ECU 30 as the rotation speed calculation means can calculate the rotation speed V _RT of the internal combustion engine 80 from a predetermined passage time of the refractor 710 detected by the crank angle sensor 71.
Further, ECU 30 is to control the generation torque generated in ACG10 and off the ACG10, based on the crank angle signal SCA input to ECU 30, and detects the rotational speed _{V RT} at a predetermined crank angle CA _S, described later accordance power generation control method, to determine the appropriate power mountain number _{N P,} transmits a power generation instruction _{S GE} for controlling the power generation pattern corresponding to the rotational speed _{V RT} the ACG10.
In this embodiment, the stator 11 has eight poles, and when power is generated over the entire period, four power generation peaks are generated per revolution, and one combustion cycle is generated. As a result, the crankshaft 831 makes two rotations, so that eight cycles of power generation peaks are generated.

The REG 20 includes a lamp control unit (LCU) 21 and a battery control unit (BCU) 22. The REG 20 converts a negative component of the alternating current generated in the ACG 10 into direct current, and a first thyristor or the like according to an open / close signal from the ECU 20. switching means SCR ₁ headlight opening and closing the taillight supplies to the lamp system load 50, to convert the positive component of the alternating current generated in ACG10 in DC, the second according to the power generation instruction _{S GE} from ECU20 Open and close the switching means SCR ₂ to charge the battery 40 and to supply power to the power train system load LD 62 such as the fuel injection device 60, ignition device 61, fuel pump, throttle valve fuel, etc. A type regulator is configured.
Further, the second opening and closing of the switching means SCR _2, the adjusted power generation torque _{TQ GE} occur ACG10, while quickly converge the engine rotational speed _{V RT} the target rotational speed _{V TRG,} the aim of suppression of the rotational fluctuation Yes.

With reference to the control flowchart shown in FIG. 3, the power generation control method determination means applied to the energization control system 1 of the present invention will be described. In step S100 a generator control method determination means, the power number of peaks N _P determined in accordance with the rotational speed, by adjusting the power generation pattern, it is possible to suppress the rotational fluctuation in the combustion stroke cycle power generation torque .
In step S101 a generator control method determining timing determining means, whether the crank angle CA detected by the crank angle sensor 71 is a predetermined crank angle CA _S as timing decision power control method for determining a power control method is determined, the process proceeds to Yes when a predetermined crank angle CA _S to be determined power generation control condition, the process proceeds to No in the case of other crank angle CA. Specifically, it is determined whether or not the stroke number indicates that it is immediately after the explosion of the combustion stroke (for example, NNUM = 12).

Then, in step S102 the rotational speed calculation means, the instantaneous rotational velocity V _RT at a predetermined crank angle CA _S is calculated as the control rotation speed.
More specifically, it calculates the rotational speed V _RT of the internal combustion engine 80 from the transit time of a predetermined Rifurakuta 710 detected by the crank angle signal S _CA inputted from the crank angle sensor 71 to the ECU30 as a rotational speed calculating means it can.
The target rotational speed _VTRG corresponding to the operating state of the internal combustion engine 80 is a target rotational speed calculation means that performs mapping processing based on the throttle opening SL, the engine temperature TW, etc., the average value of the rotational speed in a stable state, etc. Is calculated separately.

Then, in step S103 a target deviation calculating means, target deviation ΔH between the rotational speed V _RT and the target rotational speed V _TRG at a predetermined crank angle CA _S is calculated, the target deviation ΔH and the battery voltage + B by the generator mountain number determining means The number of power generation peaks _NP is determined according to the mapping process. A more specific mapping processing method will be described later.
Then, in step S104 a power priority determining means compares the power priority N _PR at the crank angle CA and the appropriate power number of peaks N _P determined in step S103, the generator the number of ridges N _P is the corresponding power priority if rank _{N PR} than proceeds to Yes, power generation command _{S GE} are turned oN in order to implement the power generation, the process proceeds to step S105, the generated current _{I GE} flows.

On the other hand, in step S104, in the case of power generation priority _{N PR} value smaller than power peaks number _{N P} is applicable, the process proceeds to No, in order to stop the power generation, the process proceeds power generation command _{S GE} is turned OFF, the step S106, The generated current I _GE is cut.

In step S101, except the predetermined crank angle CA _S proceeds to No, without calculating the actual rotation speed _{V RT,} the process proceeds to step S104, necessity of power in the relevant crank angle CA is in the power generation priority _{N PR} It is determined accordingly.
Rotational speed V _RT measured at the predetermined crank angle CA _S, since by friction, decreases at a constant rate, only measures the rotational speed V _RT at a predetermined crank angle CA _S, corresponding to the combustion cycles It is possible to predict changes in speed.

If the rotational speed _{V RT} at a predetermined crank angle CA _S is slower than the target speed _{V TRG} is to suppress the generation torque _{TQ GE} ACG10 becomes non-generating state, the rotational speed V at the predetermined crank angle CA _{S RT} is the earlier than the target rotational speed _{V TRG} is to increase the power generation torque _{TQ GE} ACG10 is the power generating state.
The above-described steps are performed for each crank signal S _CA , and the power generation torque TQ _GE can be optimized according to the stroke of the internal combustion engine 80 while ensuring the necessary power generation amount.
In the present invention, instead of determining the on-off of power uniformly to a specific crank angle CA as the conventional power generation control device, and the rotational speed V _RT and the target rotational speed V _TRG at a predetermined crank angle CA _S by the target deviation [Delta] H, the control method of the power generation in accordance with the detected rotational speed V _RT is determined, excessive power generation without being suppressed, while securing the power generation amount required, the actual rotational speed optimal power generation control is performed in accordance with the deviation between V _RT and the target rotational speed V _TRG.

In REG20 of the present embodiment, among the AC output generated out ACG10, second on-off controlled by a switching element SCR ₂ for opening and closing only the positive voltage half-wave according to the power generation instruction S _GE, negative voltage half-wave generator command S _GE by by not off control, and ensure stable power generation amount with respect to the lamp system load 50.
The negative voltage half-wave is distributed to the lamp system load 50 that requires stable power supply, and the battery 40 is charged and the fuel injection device 60, the ignition device 61, and the other power train system load LD62 are positive voltage half-wave. The waves are distributed.

With reference to FIG. 4, the effect of rotational fluctuations in one cycle of the combustion stroke by the power generation control method used in the energization control system of the present invention will be described.
As shown in FIG. 4 (a), in a combustion stroke of one cycle, the crank angle CA immediately after the explosion stroke by a predetermined crank angle CA _S, determines a power generation condition. Specifically, stroke numbers (NNUM) of 0 to 8 and 12 to 20 are assigned to the crank angle signal S _CA transmitted in one cycle of the combustion stroke, and the crank angle CA at NNUM = 12 is set to a predetermined value. as the crank angle CA _S, calculates the instantaneous speed V _RT at this time, the power generation pattern is determined the position of the power peaks, based on which the power number of peaks N _P to turn on and off the power based on the power generation priority N _PR Is determined.
Note that the crank angle CA refractor 710 corresponding to NNUM = 9, 10, 11 is thinned out, and during this time, the crank angle signal S _CA is not transmitted, so that the rotational speed V _RT depends on the operating condition of the internal combustion engine 80. Even if it changes, the predetermined crank angle CAs can always be recognized without causing a detection shift.

In the single-cylinder engine, the rotational speed _VRT is the fastest when the explosion is completed, and the rotational speed _VRT is the slowest when compressed.
In addition, since the ACG 10 is connected to the crankshaft 831, power generation torque is generated during power generation, which acts as a braking force that suppresses rotation of the crankshaft 831.
Regardless of the power generation control method used in the energization control system of the present invention, when power is generated in the entire stroke, the rotational speed V in the intake stroke and the compression stroke is shown as a dotted line in the figure as a comparative example. _RT further decreases.
When power generation in the low torque stroke is stopped by the ACG 20 in accordance with the power generation command S _GE transmitted from the ECU 30 and the power generation torque TQ _GE decreases, the decrease in the rotational speed V _RT is suppressed correspondingly, and this is shown in FIG. As shown by the solid line as an example, it approaches the target rotational speed _VTRG .

In the present embodiment, an example of when the target deviation ΔH between the rotational speed V _RT at the target rotational speed V _TRG and the predetermined crank angle CA _S is 30.
At this time, as shown in FIG. 4 (b), according to the table set in advance relationship target deviation ΔH and power number of peaks N _P, the power generation number of peaks N _P is determined to be 5 mountain.
Further, with respect to each of the power generation mountain power peaks that may occur 8 crests during the combustion stroke of one cycle, depending on the combustion cycle, power priority N _PR from position 1 to position 8 is set, the crank angle It compares the magnitude between the generated priority N _PR and corresponds to the target deviation ΔH generation number of peaks N _P of the power peaks corresponding to CA is made.
When power generation priority NPR is smaller than the generated number of peaks NP is power generation command S _GE is turned ON, the power generation is permitted, if the power generation priority N _PR is greater than the power number of peaks N _P is The power generation command S _GE is turned OFF and power generation is prohibited.
The power generation priority _NPR is set to a smaller value with a higher power generation priority and a larger value with a lower power generation priority.

In the present embodiment, the power generation number of peaks N _P is 5 mountains, power generation priority N _PR is permitted power at the crank angle CA corresponding to the 5-position from position 1, position 8 from the power priority position 6 Power generation at the corresponding crank angle CA is prohibited.
In the non-predetermined crank angle CA _S, the crank angle signal _{S CA} without used to calculate the rotational speed _{V RT,} because it is used only for comparison with the power number of peaks _{N P} and power priority _{N PR} ECU 30 The calculation load can be reduced.

In the above description has described how only by the target differential ΔH between the rotational speed V _RT at the target rotational speed V _TRG and a predetermined crank angle CA _S determines the power number of peaks N _P, battery exhaustion suppression or overcharge to achieve suppression, the generation number of peaks N _P corresponding to the target deviation according to the generated power required may be adjusted as shown in Table 1.
As shown in Table 1, when the battery voltage + B decreases and the generated power needs to be increased, a correction is made to increase the number of power generation peaks NP to increase the amount of power generation, the battery voltage + B is high, and overcharge when suppressing the correction to reduce the power peaks number N _P is made.

Here, some specific examples of a method for setting the target rotational speed _VTRG used in the energization control system of the present invention will be described.
Target speed V _TRG, in steady operating conditions, at a predetermined crank angle CA _S, multiple speed V _{RT (i)} is measured, determined by averaging processes these as shown in the following formula 1 be able to.
V _TRG = ΣV _RT (i) / (n + 1), (i = 0, 1, 2,... N) Equation 1

Further, the target rotational speed _VTRG corrected according to the gear ratio can be obtained by the map processing as shown in FIG. 5 of the throttle opening SL and the average processing rotational speed V _RT A shown in the following formula 2.
here,
V _RT A = ΣV _TRG (i) / (n + 1), (i = 0, 1, 2,... N) Equation 2
As shown in FIG. 5, a search map corresponding to a gear ratio prepared in advance is selected, and the intersection of the constant rotational speed line indicated by the contour line and the throttle opening SL with respect to the average processing rotational speed V _RT A. Thus, the target rotational speed _VTRG is determined, the value of the target deviation ΔH is corrected, and the number of power generation peaks _NP is determined.
When the throttle opening SL is set to be slightly open with respect to the average processing rotational speed V _RT A, the target rotational speed _VTRG is corrected on the higher side to reflect the intention of the driver, and the throttle opening When SL is set to be closed, the target rotational speed _VTRG is corrected to the lower side.

Furthermore, when an unillustrated ISC (Idle Speed Controller) for controlling the rotational speed at idling is used in combination, the example shown in Table 2 according to the engine temperature TW is performed as in the ISC. As described above, the target rotational speed _VTRG may be corrected.

The rotation variation suppressing effect within one cycle of the combustion stroke of the power generation control method used in the energization control system 1 of the present invention has been described with reference to FIG. 4. With reference to FIG. The influence on the fuel injection device 60 and the ignition device 61 driven by the change in the battery voltage + B and the power supply from the battery 40 when the rotational fluctuation is suppressed by adjusting the above will be described.
As shown in FIGS. 6A to 6D, the power generation pattern is determined at the power generation control method determination timing corresponding to the predetermined crank angle CA _S (NNUM = 12) immediately after the explosion, and the next crank angle signal S _CA is determined. At the injection determination timing (NNUM = 13) to which is input, the fuel injection timing TM _INJ for driving the injector 600 to inject fuel into the intake cylinder 810, the fuel injection energizing time PR _INJ , and the spark plug 610 to drive the combustion chamber 800 The ignition timing TM _IG for igniting the air-fuel mixture and the ignition energization time PR _IG are determined.

When the predetermined fuel injection timing (NNUM = 14 to 23) determined at the injection determination timing (NNUM = 13) is reached from the exhaust stroke to the intake stroke, an injection signal is sent from the ECU 20 to the fuel injection device 60. INJ is transmitted, and the injection voltage V _INJ is controlled to open and close as shown in FIG. _6E , and fuel is injected into the intake cylinder 810 from the fuel injection device 60 in preparation for the next combustion explosion.
When the exhaust after the explosion is completed in the previous combustion stroke, the exhaust valve 821 is closed, and the intake valve 811 is opened, the fuel and air injected into the intake cylinder 810 as the piston 83 descends are mixed. Gas is introduced into the combustion chamber 800.
Further, the intake valve 811 is closed, and the air-fuel mixture in the combustion chamber 800 is compressed by raising the piston 83.

When the predetermined ignition timing (NNUM = 5 to 7) determined at the injection determination timing (NNUM = 13) is reached, the primary voltage V _IG applied to the igniter 61 according to the ignition signal IGt is shown in FIG. Thus, a high voltage is applied to the spark plug 610, and a spark discharge is generated. The air-fuel mixture in the combustion chamber 800 is ignited by the spark discharge, and the rotational speed V _RT and the in-cylinder pressure P _CYL rapidly increase during the explosion stroke as shown in FIGS. 6 (i) and 6 (j), respectively. It descends in the compression stroke.
At this time, as shown in FIG. 6 (i), in the first embodiment of the present invention, by controlling the power generation torque corresponding to the rotational speed V _RT at a predetermined crank angle CA _S, compared to the comparative example without the generation torque control 1 Rotational fluctuation within the cycle is small.

However, as shown in FIG. 6 (k), the rate of change of the battery voltage + B at the actual fuel injection timing (NNUM = 14 to 23) with respect to the battery voltage + B at the injection determination timing (NNUM = 13) It depends on the presence or absence.
For this reason, if the correction for the invalid injection time is uniformly performed based on the battery voltage + B at the injection determination timing (NNUM = 13), the battery voltage + B continues to increase when all power generation is performed. If the fuel injection amount increases, reaches a cylinder pressure _PCYL higher than the target, and some power generation peaks are cut by power generation torque control, the battery voltage + B decreases and the invalid injection time becomes longer. There is a possibility that the fuel injection amount decreases and only the in-cylinder pressure P _CYL lower than the target is reached.
Accordingly, FIG. 6 (i), as shown in (j), the rotation fluctuation becomes small in the combustion cycle, among a plurality of combustion cycles, is a variation in the rotational speed V _RT and the in-cylinder pressure P _CYL arrives This may occur and cause new vibration.

Here, the variation factor of the battery voltage + B will be described in detail with reference to FIG. When power generation by the ACG 10 is permitted and a positive power generation mountain is generated, the battery 40 is charged by the ACG 10 and the battery voltage + B increases.
On the other hand, even if the power generation of the ACG 10 is permitted, if a negative power generation mountain is generated, the negative current component is supplied to the LMP system load 50 and not supplied to the battery 40, and the battery 40 is charged. Is not made. For this reason, since only electric power consumption by ECU30 etc. is carried out, battery voltage + B falls by discharge.
Therefore, the battery voltage + B varies while repeating charging and discharging even when power generation control is not performed.

Further, according to the power generation signal S _GE transmitted from ECU 30, similarly to the case where the power generation of ACG10 is stopped in order to suppress rotational fluctuations by controlling the power generation torque, the negative power peaks occurs, One side is discharged, and the battery voltage + B decreases at a substantially constant rate.
Therefore, even the initial battery voltage + B is the same initial value _{V ST0} 7, the power generation control method determination timing (NNUM = 12) power peaks number was determined in _{N P} and the power generation priority _{N PR} Due to the difference between power generation permission and stop determined by the above, a difference in height also occurs in the battery voltage + B at the injection determination timing (NNUM = 13).

When the power generation of the ACG 10 is permitted, a high voltage is obtained as shown in FIG. 7 as the high voltage value V _SH during measurement. When the power generation is stopped, the voltage is low as shown as the low voltage value V _SL during measurement. .
Further, in the fuel injection timing (NNUM = 14 to 23), the status of the power generation, the injection time of the high voltage _{V INH,} injection time during voltage _{V INM,} three steps as shown as the injection time of the low voltage value _{V INL} Divided into voltage.

Further, the battery voltage + B is suddenly lowered by the drive of the fuel injection device 60, but is recovered to the battery voltage + B which is lowered by the amount consumed by the drive of the fuel injection device 60 when the fuel injection device 60 is driven. To do.
The battery voltage + B at this time can be predicted to decrease in voltage depending on the energization time to the fuel injection device 60. In FIG. 7, the high voltage value V _INH during injection, the voltage value V _INM during injection, and the low during injection From the voltage indicated as the voltage value V _INL , at the end of injection, the post-injection predicted high voltage value V _PRH , the post-injection predicted voltage value V _PRM , and the post-injection predicted low voltage value V _PRL are respectively obtained.
Further, depending on the subsequent power generation pattern, the discharge time and the charge time are different, and due to the difference in power consumed by the igniter 61, the battery voltage + B is _obtained from the post-ignition high-high voltage value _VIGHH as shown in FIG. It changes to various values up to the low and low voltage value _VIGLL after ignition.

Further, as shown in FIG. 8 (a), when the same injection signal INJ is transmitted from the ECU 30, FIG. 8 (b) shows a high voltage value V _INH during injection, a voltage value V _INM during injection, As indicated by the low voltage value _VINL , the battery voltage + B changes to change the valve opening speed of the injector 600. After the driving voltage _VINJ is applied to the injector 600, the fuel is actually injected from the injector 600. The invalid injection time until the operation is started is shown in FIG. 5B as the high voltage invalid injection time t _H , the medium voltage invalid injection time t _M , and the low voltage invalid injection time t _L. The higher + B, the shorter, and the lower the battery voltage + B, the longer.
On the other hand, when the fuel injection stops due to the stop of the injection signal INJ, the fuel injection is stopped due to the pressure of the fuel supplied to the injector 600 when the energization to the injector 600 is completed. Without being received, at any voltage, the injection signal INJ ends almost at the same time.
For this reason, the invalid injection time changes due to the change in the battery voltage + B, and a difference occurs in the fuel injection amount for the same injection signal INJ.
Therefore, in order to make the fuel injection amount constant, the injection end timing t _{E is set} to the end of the high voltage injection in FIG. 8C so that the effective fuel injection energization time t _AC is constant at any voltage. As shown as time t _EH , medium voltage injection end time t _EM , and low voltage injection end time t _EL , it is necessary to correct the injection end timing t _E according to the actual battery voltage + B level at the fuel injection timing. is there.

Further, if the actual battery voltage + B at the fuel injection timing (NNUM = 14 to 23) is actually measured in order to make such correction, it is not in time for the fuel injection timing.
Therefore, the battery voltage + B at the injection determination timing (NNUM = 13) is measured prior to the fuel injection timing, and the fuel injection timing (NNUM = 14 to 23) and the ignition timing (NNUM = 5) are determined based on the measured value. It is necessary to predict the change in battery voltage + B in ~ 7).

  On the other hand, although not as much as the influence on the fuel injection device 60, the discharge timing of the spark plug 610 is also affected by the fluctuation of the battery voltage + B applied to the igniter 61, and as the battery voltage + B at the time of ignition becomes higher, the spark discharge becomes earlier. When the ignition timing is advanced and the battery voltage at the time of ignition is lowered, spark discharge is less likely to occur, and the ignition timing is retarded. For this reason, it is necessary to correct the battery voltage + B at the time of ignition by predicting the level of the battery voltage and retarding or advancing the ignition start timing.

Therefore, in the power generation control method in a power supply control system of the present invention, as described above, the power generation control method determination timing (NNUM = 12), the generation timing and generation number of peaks N _P generated by each timing is determined ing. Therefore, based on the power number of peaks N _P, the lowering of the battery voltage + B caused by the rise and discharge of the battery voltage + B by the generator, until the energizing start time and the current time and the igniter 61 to the energization start of the fuel injection device 60 The estimated battery voltage calculating means at the time of injection and the predicted battery voltage calculating means at the time of ignition are provided.

Specifically, the predicted battery voltage V _PRIN (V) at the fuel injection timing (NNUM = 14 to 23) is obtained by actually measuring the battery voltage + B at the fuel injection determination timing (NNUM = 13) by the injection predicted battery voltage calculation means. the value _V S (V), voltage [Delta] V _U (V) rise due to charging from ACG10, determined by the falling voltage [Delta] V _D by the consumption of ECU30 etc. (V), increase the voltage [Delta] V _U (V), the fuel injection determining timing is proportional to the (NNUM = 13) power and power number of peaks .DELTA.N _P occur until energization start of the fuel injection device 60 from the output _{E GE,} lowering the voltage [Delta] V _D (V) is the power consumption W by ECU30, etc. _C and the elapsed time Δt ₁ from the fuel injection determination timing to the start of energization of the fuel injection device. Accordingly, the predicted battery voltage V _PRIN (V) at the time of injection can be calculated as follows.
V _PRIN = V _S + ΔV _U −ΔV _D
= V _S + K ₁ (ΔN _P × E _GE ) −K ₂ (W _C × Δt ₁ ) Equation 3

On the other hand, the predicted battery voltage V _PRIG (V) at the ignition timing is calculated from the measured value V _S (V) of the battery voltage + B at the fuel injection determination timing (NNUM = 13) and a rise due to the charging voltage [Delta] V _U (V), obtained by lowering the voltage [Delta] V _D (V) and due to the energization of the consumption and the fuel injection device 60 of the ECU30 and the like, increase the voltage [Delta] V _U (V), the fuel injection determination timing (NNUM = 13) proportional to the power generation number of peaks .DELTA.N _P occur until energization start to the ignition device 61 and the power output _{E GE,} a descending voltage ΔV _D (V) is the power consumption _{W C} and the fuel injection by ECU30 power _{W INJ} and the fuel injection determination timing by the device 60 (NNUM = 13) age Delta] t ₁ and the fuel injection device to the energization start of the fuel injection device 60 from 60 Proportional from energization start to the elapsed time Delta] t ₂ until energization start to the ignition device 61. Therefore, the predicted battery voltage V _PRIG (V) can be calculated as follows.
V _PRIG = V _S + ΔV _U −ΔV _D
= V _S + K ₁ (ΔN _P × E _GE ) −K ₂ (W _C × Δt ₁ )
−K ₃ (W _C + W _INJ ) × Δt ₂ Formula 4
Note that K ₁ , K ₂ , K ₃ , E _GE , W _C , and W _INJ can be experimentally calculated from the actual power generation capacity of the ACG 10, the power consumption of the ECU 30, the fuel injection device 60, and the like.

Further, in the fuel injection determination timing (NNUM = 13) generating the number of ridges _{N P1} generated by the start fuel injection from the power generation control method determination timing (NNUM = 12), based on the rotational speed _{V RT} at a predetermined crank angle CA _S from the determined total power peaks number N _P and power priority N _PR, is the value as shown in FIG. 9 (a), based on the table and the formula 3 shown in FIG. 9 (a), the injection time of the predicted battery The voltage V _PRINJ can be calculated.
For example, if the total power generation number of peaks _{N P} determined in the power generation control method determination timing (NNUM = 12) is at 6 mountains, fuel injection start timing is determined in NNUM = 14, the fuel injection determination timing (NNUM = 13) In FIG. 5, after the actual battery voltage + B is measured and before the start of fuel injection, the number of power generation peaks is one, and based on this, the predicted battery voltage V _PRINJ at the time of injection is calculated.
On the other hand, in the fuel injection determination timing (NNUM = 13) generating the number of ridges _{N P1} that occurs to the ignition start from the power generation control method determination timing (NNUM = 12), based on the rotational speed _{V RT} at a predetermined crank angle CA _S determined and a total generation number of peaks N _P which is a power generation priority N _PR, is the value as shown in FIG. 9 (b), based on the table and the formula 4 shown in FIG. 9 (b), the ignition time of the predicted battery voltage V _PRIG can be calculated.

Therefore, in the energization control system of the present invention, in addition to the configuration of the power generation control device described above, the energization correction control method shown in FIG. 10 is applied, and the energization time to the fuel injection device 60 and the energization time to the ignition device 61 are In order to reduce rotational fluctuations between a plurality of combustion cycles for the same target rotational speed.
The power generation control method for determining timing of a predetermined crank angle CA _S immediately after the explosion stroke of the combustion cycle (NNUM = 12), according to the power generation control method of the above-described step S100～S107, instantaneous rotation in a predetermined crank angle CA _S from the speed _{V RT,} it determines the position of the power peaks by a generator number of peaks _{N P} and power priority _{N PR,} the injection determination timing (NNUM = 13), the injection current time determination unit in step S110, the fuel injection timing injection Determine the end time. At the same time, the ignition energization time determining means in step S120 determines the ignition timing and the ignition energization end timing.
Further, the fuel injection is executed by the injection energization means in step S130 under the conditions determined by the previous injection energization time determination means, and the conditions determined by the previous ignition energization time determination means by the ignition energization means in step S131. Ignition is performed.

In the injection energization time determining means in step S110, the injection energization time is set in detail in the subroutine from step S111 to step S113.
The injection energization start timing determining means step S111, the map of a predetermined rotation speed measurement timing of the crank angle CA _S (NNUM = 12) detected by the rotational speed _{V RT} and the throttle opening shown in S100～S107, The NNUM for starting energization of the fuel injection device 60 is determined.
Next, the NNUM for ending the energization is determined from the energization end time and the injection energization time determined according to the required fuel injection amount by the injection energization end timing determining means in step S112.
Further, in the injection energization end timing correcting means in step S113, calculation is performed by the above equation 3 from the measured voltage V _S of the battery voltage + B measured at the injection determination timing (NNUM = 13) and the table shown in FIG. 9A. The injection predicted battery voltage V _PRINJ is calculated, the injection end timing is corrected based on the injection predicted battery voltage V _PRINJ , and the fuel injection signal INJ is transmitted.

On the other hand, in the ignition energization time determination means in step S120, the ignition energization time is set in detail in the subroutine from step S121 to step S123.
In the ignition energization end timing determining means in step S121, NNUM indicating the timing when energization to the ignition device 61 is completed is determined from the ignition advance map.
Next, the NNUM for starting ignition energization is determined by the ignition start timing determining means in step S122 from the previously determined energization end timing and the ignition energization time determined according to the required ignition energy application amount.
Further, the ignition start timing correcting means in step S123 calculates the battery voltage + B actually measured at the injection determination timing (NNUM = 13) and the measured voltage V _{S of} B and the table shown in FIG. The ignition predicted battery voltage V _PRIG is calculated, the ignition start timing is corrected based on the ignition predicted battery voltage V _PRIG , and an ignition signal IGt is transmitted.

With reference to FIG. 11, the effect with respect to the fluctuation | variation of the battery voltage of the electricity supply control system of this invention is demonstrated.
In this figure, the result of using the power generation control method of the present invention shown in FIG. 6 is shown by a dotted line as Example 1, and the result of correcting the battery voltage fluctuation of the present invention is shown by a solid line as Example 2. .
As shown in the figure (k), the predicted injection voltage V _{PRINJ (1)} is predicted with respect to the actual measurement value V _{S (1)} of the battery voltage + B at the injection determination timing (NNUM = 12). Then, a correction is made to shorten the effective fuel injection time t _AC , and the ignition predicted voltage V _{PRIG (1)} is predicted. On the other hand, a correction is made to retard the ignition start timing.
Similarly, the predicted injection voltage V _{PRINJ (2)} is predicted with respect to the actual measurement value V _{S (2} ) of the battery voltage + B at the injection determination timing (NNUM = 12), whereas the effective fuel injection time t _AC Further, the ignition predicted voltage V _{PRIG (2)} is predicted, and on the other hand, the ignition start timing is advanced.
As a result, as shown in FIGS. (I) and (j), in the second embodiment, as in the first embodiment, the rotational fluctuation within one cycle of the combustion stroke is suppressed as compared with the case where the power generation torque control is not performed. Furthermore, as compared with the first embodiment, variation in the in-cylinder pressure P _CYL that reaches between the plurality of combustion strokes can be reduced, and a stable rotation speed can be maintained over the plurality of combustion strokes.

In the above embodiment, an example in which a permanent magnet type synchronous generator using a permanent magnet as a field magnet has been described, but the energization control system of the present invention is an energization control system using an excitation generator. Can be diverted to.
In this case, the on / off control of the field current is used to switch between permission and stop of power generation, control the power generation torque, and use it for the suppression of rotational fluctuations. It is presumed that the fluctuation prediction of the battery voltage can be predicted by calculating the fluctuation correction term in consideration of the power consumed by the generator depending on the presence or absence of the field current in addition to the correction term for the fluctuation.

1 Energization control system 10 Alternator (ACG)
20 Power generation control device (REG)
30 Electronic control unit (ECU)
40 Battery 50 Lamp system load 60 Fuel injection device 61 Ignition device (igniter)
62 Powertrain system load LD
70 Sensors (Operating condition detection means)
71 Crank angle sensor (crank angle detection means)
710 Crank angle detector (refractor)
80 Internal combustion engine 83 Crankshaft 831 Crankshaft CA Crank angle CA _S Predetermined crank angle N _P Number of power generation ridges N _PR Power generation priority NNUM Process number V _RT rotational speed V _TRG target rotational speed ΔH Target deviation I _GE power generation current TQ _GE power generation torque + B battery voltage V _S battery voltage measured value V _PRINJ injection predicted battery voltage V _PRIIG ignition predicted battery voltage S100 power generation control method determination means S101 power generation control method determination timing determination means S102 control rotation speed calculation means S103 power generation mountain number determination means S104 priority determination means S105 power generation permission means S106 power generation stop means S107 power generation control S110 injection energization time determination means S111 injection energization start timing determination means S112 injection end energization timing determination means S113 injection energization end timing correction means S120 Timing determining means S121 ignition power distribution end timing determining means S122 ignition start timing determining means S123 ignition start timing correcting means S130 injection conduction control S131 ignition energization control

JP 2006-129680 A JP 2004-360640 A

Claims (3)

Crankshaft (83) to the connection has been driven generator (10) generating a torque _{(TQ GE)} of the crank shaft power generation control to the generated to the generator (10) of the internal combustion engine (80) (83 power generation control apparatus for use in suppressing the rotational fluctuation of the) (20) and having a battery (40) charged by said generator (10),
A fuel injection device (60) for injecting fuel from the battery (40) to the internal combustion engine (80) according to the operation status of the internal combustion engine (80) and the combustion chamber (800) of the internal combustion engine are introduced. In the energization control system for controlling energization to the ignition device (61) for igniting the air-fuel mixture,
The crank shaft and a crank angle (83) crank angle detecting means for detecting (CA) (71), the crank shaft at a predetermined crank angle detected by the crank angle detecting means (71) (CAs) of (83) Power generation control method determining means (S100) for determining permission and stop of power generation from the generator (10) based on the rotation speed (V _RT ) ;
Battery voltage detection means (70) for detecting the voltage (+ B) of the battery (40) at the time of injection determination (NNUM = 13) for determining the injection timing (NNUM = 14 to 13) of the fuel injection device (60 ) ; ,
Based on the battery voltage actual value (Vs) detected by the battery voltage detection means (70) , the number of power generation peaks (N _P ) determined by the power generation control method determination means (S100) , and the power generation priority (N _PR ) determined power generation command based on the on-off pattern of the _{(S GE),} timing for driving the fuel injection device (60) of the battery (40) (NNUM = 14-13) injection at the predicted battery voltage in _{(V PRINJ)} Predict
Injection energization time determining means (S110) for determining energization start timing and energization end timing from the battery (40) to the fuel injection device (60) based on the predicted battery voltage (V _PRINJ ) at the time of injection;
The battery voltage actual value (Vs) detected by the battery voltage detection means (70) , the number of power generation peaks (N _P ) and the power generation priority (N _PR ) determined by the power generation control method determination means (100) . based on the basis of the on-off pattern of the determined power generation command _{(S GE)} to said battery (40) the ignition device (61) for driving the timing of the ignition time of the predicted battery voltage at (NNUM = 5~7) _{(V PRIG} ) to predict, based on the point fire when predicted battery voltage (V _PRIG), ignition energization time determining means for determining the energization start timing and energization end timing from the battery (40) the ignition device (61) ( S120) . An energization control system (1) characterized by comprising: A power generation control method determination timing determination unit that determines whether the power generation control method determination timing is a predetermined crank angle for determining the power generation control method from the crank angle detected by the crank angle detection unit; A rotation speed calculation means for calculating an instantaneous rotation speed at a predetermined crank angle as a control rotation speed; a target rotation speed calculation means for setting a target rotation speed in accordance with the operating state of the internal combustion engine;
Target deviation calculation means for calculating a deviation between the rotation speed at the predetermined crank angle calculated by the rotation speed calculation means and the target rotation speed calculated by the target rotation speed calculation means;
The number of power generation peaks determining means for determining the number of power generation peaks of the generator from the target deviation calculated by the target deviation calculation means and the battery voltage at the predetermined crank angle;
A power generation priority determining unit that determines a power generation priority by comparing the number of power generation peaks determined by the power generation peak number determining unit and a power generation priority at a preset corresponding crank angle. The energization control system according to claim 1. The injection energization time determining means determines an injection energization start timing for starting energization of the fuel injection device based on a map of the rotation speed and throttle opening detected at the rotation speed measurement timing. An injection energization end timing determining means for determining an injection energization end timing for ending the injection energization from the injection energization start timing and the injection energization time determined according to the required fuel injection amount, and an injection determination timing Injection predicted battery voltage calculation means for calculating the predicted battery voltage during injection based on the battery voltage detected in the step, and injection energization end timing correction means for correcting the injection energization end timing based on the predicted battery voltage during injection. Equipped,
The ignition energization time determining means determines the ignition energization end timing determining means for determining the ignition energization end timing based on the ignition advance map, the ignition energization end timing determined in advance, and the required ignition energy application amount An ignition start timing determining means for determining an ignition start timing from the determined ignition energization time; an ignition predicted battery voltage calculation means for calculating an ignition predicted battery voltage based on the battery voltage detected at the injection determination timing; 3. The energization control system according to claim 1, further comprising ignition start timing correction means for correcting the ignition start timing based on the predicted battery voltage at the time of ignition.

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