JP6036292B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls power generation using torque generated by an internal combustion engine mounted on a vehicle.

  Conventionally, as means for realizing improvement in ride comfort and operability of a vehicle, a torque required by the driver and a torque for suppressing the vibration in order to suppress vibration generated in the vehicle and maintain the charged amount of the in-vehicle battery. Is a technique for controlling the internal combustion engine so as to generate the low-frequency component torque and the generator so as to generate the high-frequency component torque. Is known (see, for example, Patent Document 1).

Japanese Patent No. 4484985

  However, in the technique described in Patent Document 1, it is necessary to perform power source stabilization for maintaining the amount of power stored in the on-vehicle battery and high-accuracy torque control for suppressing vibration with a single generator. When trying to achieve both torque control and vibration control, there is a problem that the energy conversion efficiency of power generation for stabilizing the power supply decreases in order to ensure the responsiveness of torque control necessary for vibration control. It was.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a technique that facilitates the coexistence of control for stabilizing a power supply and control for suppressing vibration.

Car dual controller has been made in order to achieve the above object, the first power generating unit has a first field coil, to drive the first field coil by torque generated by the internal combustion engine mounted on a vehicle Thus, the second power generation unit has the second field coil and generates power by driving the second field coil with torque generated in the internal combustion engine. The first power generation control means controls the current flowing through the first field coil in order to charge the battery mounted on the vehicle with the electric energy generated by the first power generation unit, and the second power generation control means In order to suppress the vibration of the vehicle, the current flowing through the second field coil is controlled. The inductance of the first field coil is larger than the inductance of the second field coil.

  In the vehicle control device configured as described above, a first power generation unit that generates power for charging a battery (hereinafter referred to as an in-vehicle battery) mounted on the vehicle and power generation for suppressing vibration of the vehicle are performed. The second power generation unit is provided separately. Therefore, control for power supply stabilization (hereinafter referred to as power supply stabilization control) is executed for the first power generation unit, and control for suppressing vehicle vibration (hereinafter referred to as vibration suppression control) is performed as the second power generation. Can be executed on the part. As a result, it is possible to suppress the occurrence of a situation where the power stabilization control affects the vibration suppression control or, conversely, the vibration suppression control affects the power stabilization control. Compatibility with vibration suppression control can be facilitated.

  Further, the torque consumed by the first power generation unit has no relation to the driver's intention to operate, and needs to be offset by the internal combustion engine. Therefore, the response frequency of the first field coil needs to be set lower than the intake response frequency of the internal combustion engine. This is because fuel consumption and emission may be deteriorated if measures other than intake (ignition, injection, etc.) are used. On the other hand, since the vehicle vibration includes a higher frequency component than the intake response that depends on the air inertia and the air viscosity of the internal combustion engine, the second field coil needs a higher frequency response than the first field coil.

For this reason, drive dual controller, the inductance of the first field coil is greater than the inductance of the second field coil. Thereby, compared with the case where the inductance of a 1st field coil is small, the exciting current required in order to generate the same electric energy becomes small, and the loss by resistance etc. of a field coil reduces. That is, the power generation efficiency of the first power generation unit can be improved.

Also, car dual controller smell Te, the inductance of the second field coil includes a predetermined response frequency to be able to vary the electrical energy by the second power generating section in response to variation of the vibration generating power It is good to set so that it becomes.

  In the vehicle control device configured as described above, since the inductance of the second field coil is set to have a response frequency corresponding to the fluctuation of vibration, the second power generation unit has followed the fluctuation of vibration. Power generation can be performed and vehicle vibration can be suppressed.

Also car dual controller, the first power generating unit has a first field coil, to generate electricity by driving a first field coil by torque generated by the internal combustion engine mounted on a vehicle, the The two power generation units have a second field coil, and generate power by driving the second field coil with torque generated in the internal combustion engine. The first power generation control means controls the current flowing through the first field coil in order to charge the battery mounted on the vehicle with the electric energy generated by the first power generation unit, and the second power generation control means In order to suppress the vibration of the vehicle, the current flowing through the second field coil is controlled.

This ensures that since the first power generating unit for generating electric power for charging the vehicle mounting battery, and a second power generation unit that generates power for suppressing the vibration of the vehicle are separately provided, the power supply stabilizing Control can affect vibration suppression control, or conversely, vibration suppression control can affect power stabilization control. It is possible to suppress both power stabilization control and vibration suppression control. Can be made easier.

  Further, the torque consumed by the first power generation unit has no relation to the driver's intention to operate, and needs to be offset by the internal combustion engine. Therefore, the response frequency of the first power generation unit needs to be set lower than the intake response frequency of the internal combustion engine. This is because fuel consumption and emission may be deteriorated if measures other than intake (ignition, injection, etc.) are used. On the other hand, since the vehicle vibration includes a higher frequency component than the intake response that depends on the air inertia and air viscosity of the internal combustion engine, the second power generation unit needs a higher frequency response than the first power generation unit. In addition, the second power generation unit needs to perform power generation following the fluctuation of vibration.

For this reason, car dual controller, the response frequency of the power generation amount and load torque associated therewith of the second power generation unit is higher than the frequency of the vehicle vibrations to be controlled, and, the electric power generated by the first power generating unit and its The accompanying generated torque response frequency is lower than the generated power of the second power generation unit and the accompanying generated torque response frequency.

2 is a block diagram illustrating configurations of an electronic control device 1 and a vehicle 200. FIG. 2 is a diagram illustrating a schematic configuration of a vehicle 200. FIG. 2 is a plan view showing a schematic configuration of a generator 5. FIG. 4 is a block diagram showing a configuration of a corrected wheel shaft torque calculation unit 72. FIG. 2 is a circuit diagram showing a schematic configuration of a generator 5. FIG. It is a flowchart which shows the first half part of a torque control process. It is a flowchart which shows the latter half part of a torque control process. 4 is a graph showing a specific example of changes in torques calculated by the electronic control unit 1. It is a circuit diagram which shows schematic structure of the generator 5 of another embodiment. It is a circuit diagram which shows schematic structure of the generator 5 of another embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, the electronic control device 1 of this embodiment is mounted on a vehicle 200 and controls the internal combustion engine 2 of the vehicle 200.

The internal combustion engine 2 generates torque in response to a request from the electronic control unit 1 and outputs the generated torque to the transmission device 3 via the crankshaft 21 (see FIG. 2).
The transmission device 3 includes a transmission 31 (see FIG. 2) and a differential gear 32 (see FIG. 2). Then, the transmission device 3 increases the torque input from the internal combustion engine 2 to a reduction ratio Rg times obtained by multiplying the gear ratio of the transmission 31 and the gear ratio of the differential gear 32, and the wheel shaft 41 (FIG. 2). Output to). Thereby, torque is transmitted to the wheel 4 connected to the wheel shaft 41.

  The generator 5 is driven to rotate by the internal combustion engine 2 and generates power to charge the battery 6. Then, electric power is supplied from the battery 6 to the electric load 7. Pulleys 22 and 52 (see FIG. 2) are respectively attached to the crankshaft 21 of the internal combustion engine 2 and the rotating shaft 51 (see FIG. 2) of the generator 5, and a belt between the pulley 22 and the pulley 52. 53 (see FIG. 2) is bridged. Thereby, the torque generated in the internal combustion engine 2 is transmitted to the generator 5.

  The generator 5 includes a first system 56 composed of a rotor 54 and a stator 55, and a second system 59 composed of a rotor 57 and a stator 58 (see FIG. 3). The generator 5 includes a first system control circuit 61 that controls the first system 56 and a second system control circuit 62 that controls the second system 59.

  The first system control circuit 61 controls the excitation current Ifad flowing in the rotor 54 so that the voltage of the battery 6 becomes a predetermined voltage. The second system control circuit 62 controls the excitation current flowing through the rotor 57 by performing duty control based on a current control duty command value Fduty (described later) input from the electronic control unit 1.

The stroke sensor 8 detects the amount of depression of the accelerator pedal 9 by the driver, and outputs the detection result to the electronic control device 1.
The crank angle sensor 10 outputs a crank angle signal that causes an edge at every predetermined angle (for example, every 30 ° CA) in accordance with the rotation of the crankshaft 21 of the internal combustion engine 2. The electronic control unit 1 calculates the rotational speed Ne and the crank angle of the internal combustion engine 2 based on the crank angle signal.

  The electronic control device 1 includes a required wheel shaft torque calculation unit 71, a correction wheel shaft torque calculation unit 72, a transmission gear selection unit 73, a generator torque correction amount calculation unit 74, a first system generator torque calculation unit 75, a generator A second system instruction signal generation unit 76, a power generation torque calculation unit 77, and an internal combustion engine torque calculation unit 78 are provided.

  The requested wheel shaft torque calculation unit 71 calculates the torque applied to the wheel shaft 41 based on the accelerator pedal depression amount detected by the stroke sensor 8. Since the accelerator pedal depression amount corresponds to the torque request by the driver, hereinafter, the torque calculated by the request wheel shaft torque calculation unit 71 is referred to as driver request wheel shaft torque Tw_d. Note that the subscript w indicates the torque applied to the wheel shaft 41.

The corrected wheel shaft torque calculation unit 72 includes a vehicle model unit 81 and an LQR (Linear Quadratic Regulator) controller gain 82 (see FIG. 4).
The vehicle model unit 81 estimates the state of the vehicle 200 using a vehicle vibration model. In this vehicle vibration model, it is assumed that the vehicle 200 is connected to the front wheel and the vehicle body of the vehicle 200 and between the rear wheel and the vehicle body with suspensions each having a predetermined spring constant and a predetermined damping coefficient. The vehicle state of the vehicle 200 is expressed by a state equation assuming pitching vibration and a case where the vehicle vibrates between the chassis and the wheel. Then, the vehicle model unit 81 calculates the state of the vehicle 200 by calculating the state equation using the driver requested wheel shaft torque Tw_d calculated by the requested wheel shaft torque calculating unit 71.

  The LQR controller gain 82 calculates and outputs torque for suppressing vibration of the vehicle 200 based on the vehicle state calculated by the vehicle model unit 81. In addition, since the method of calculating the torque for suppressing a vibration using a vehicle vibration model is conventionally known, detailed description is abbreviate | omitted. Hereinafter, the torque calculated by the corrected wheel shaft torque calculator 72 is referred to as a corrected wheel shaft torque Tw_c.

  The transmission gear selection unit 73 selects the gear of the transmission 31 using the driver requested wheel shaft torque Tw_d from the requested wheel shaft torque calculation unit 71 and the rotational speed of the drive shaft (propeller shaft).

  The generator torque correction amount calculation unit 74 calculates a second system corrected power generation torque Ta_2c and a second system base torque Ta_2b. The subscript “a” indicates that the torque is applied to the rotating shaft 51 of the generator 5.

Second system corrected power generation torque Ta_2c is calculated by the following equation (1). Here, Rp is a pulley ratio between the pulley 22 of the internal combustion engine 2 and the pulley 52 of the generator 5.
Ta_2c = Tw_c / (Rg × Rp) (1)
The second system base torque Ta_2b is an offset for correcting the positive side of Ta_2c. Note that the torques Tw_d and Tw_c are positive and negative values, whereas the torque Ta_2b is a negative value. Further, the value of the torque Ta_2b is a constant value set in advance so that the absolute value thereof is larger than the amplitude of Ta_2c. For example, when Ta_2c varies between −1 N · m and +1 N · m (that is, when the amplitude of Ta_2c is 1 N · m), the torque Ta_2b is set to a value smaller than −1N · m.

  Then, the generator torque correction calculation unit 74 outputs a value obtained by adding the second system corrected power generation torque Ta_2c and the second system base torque Ta_2b (that is, Ta_2b + Ta_2c) to the generator second system instruction signal generation unit 76. Further, the generator torque correction amount calculation unit 74 outputs the second system base torque Ta_2b to the power generation torque calculation unit 77.

  The first system generator torque calculator 75 calculates a torque Ta_1b (hereinafter referred to as a first system power generation load torque Ta_1b) necessary for generating power in the first system 56 of the generator 5. The first system power generation load torque Ta_1b is calculated based on the excitation current Ifad of the first system 56 of the generator 5 and the rotational speed Ne of the internal combustion engine 2 as shown in the following equation (2). The torque Ta_1b is a negative value.

Ta_1b = f (Ifad, Ne) (2)
The generator second system instruction signal generation unit 76 represents a current control duty command value Fduty for controlling the excitation current flowing in the rotor 57 of the second system 59 of the generator 5 as shown in the following equation (3): Calculation is based on the torque (Ta_2b + Ta_2c) and the rotational speed Ne of the internal combustion engine 2. Then, the generator second system instruction signal generation unit 76 outputs the calculated current control duty command value Fduty to the second system control circuit 62.

Fduty = g (Ta_2b + Ta_2c, Ne) (3)
The power generation torque calculation unit 77 calculates torque Te_b (hereinafter referred to as power generation consumption torque Te_b) consumed by power generation by the generator 5 by the following equation (4). The subscript e indicates the torque applied to the crankshaft 21 of the internal combustion engine 2.

Te_b = (Ta_1b + Ta_2b) × Rp (4)
The internal combustion engine torque calculator 78 calculates torque Te_i (hereinafter referred to as combustion torque Te_i) generated by combustion in the internal combustion engine 2 by the following equations (5) and (6).

Te_d = Tw_d / Rg (5)
Te_i = (Te_d + Te_b) (6)
The electronic control unit 1 then, based on the calculated combustion torque Te_i, a throttle motor (not shown) that changes the opening of the throttle valve, an ignition plug (not shown) for igniting the fuel in each cylinder, and each cylinder The internal combustion engine 2 is operated by controlling various actuators such as an injector (not shown) that injects fuel into the cylinder.

  As shown in FIG. 5, the generator 5 includes field coils 91 and 92 constituting the rotors 54 and 57, three-phase armature coils 93 and 94 constituting the stators 55 and 58, and a three-phase full-wave rectifier. 95.

  The three-phase full-wave rectifier 95 includes diodes D1, D2, D3, D4, D5, D6, D7, D8, and D9. The cathodes of the diodes D 1, D 2, D 3 are connected to the positive electrode of the battery 6, and the anodes of the diodes D 7, D 8, D 9 are connected to the negative electrode of the battery 6. The cathodes of the diodes D4, D5, and D6 are connected to the anodes of the diodes D1, D2, and D3, respectively, and the anodes of the diodes D4, D5, and D6 are connected to the cathodes of the diodes D7, D8, and D9, respectively.

  That is, the three-phase full-wave rectifier 95 includes a first diode array in which diodes D1, D4, and D7 are connected in series, a second diode array in which diodes D2, D5, and D8 are connected in series, and diodes D3, D6. , D9 are connected in series with a third diode row connected in series.

  The three terminals of the three-phase armature coil 93 are connected to the anodes of the diodes D4, D5, and D6, respectively. Also, the three terminals of the three-phase armature coil 94 are connected to the anodes of the diodes D1, D2, and D3, respectively.

  That is, the first system 56 and the second system 59 are connected in series. For this reason, the electrical energy generated in the first system 56 and the electrical energy generated in the second system 59 are added and supplied to the battery 6.

Further, the inductance of the field coil 91 is larger than the inductance of the field coil 92.
Note that the coil time constant T [s] and the response frequency f [Hz] are represented by the following formula (L), where the coil inductance is L [H], and the sum of the DC resistance and circuit resistance of the coil is R [Ω]. 7) and (8). That is, the response frequency decreases as the inductance increases.

T = L / R (7)
f = 1 / 2πT = R / 2πL (8)
Also, when the inductance of the field coil is small, the excitation current required to generate the same electric energy by the three-phase armature coil is larger than when the inductance of the field coil is large. Loss due to the resistance R increases. That is, the power generation efficiency decreases as the inductance decreases.

Therefore, the first system 56 has high power generation efficiency and low responsiveness. On the other hand, the second system 59 has low power generation efficiency and high responsiveness.
The inductance of field coil 92 is set so that the response frequency of field coil 92 corresponds to the vibration frequency of vehicle 200.

  Next, a procedure of torque control processing executed by the electronic control device 1 configured as described above will be described with reference to FIGS. 6 and 7. This torque control process is a process that is repeatedly executed during the operation of the electronic control unit 1.

  When this torque control process is executed, the electronic control unit 1 first calculates the driver request wheel shaft torque Tw_d in S10. In step S20, the state of the vehicle 200 is estimated using the vehicle vibration model, and in step S30, the corrected wheel shaft torque Tw_c is calculated based on the vehicle state calculated in step S20. In S40, the gear of the transmission 31 is selected using the driver requested wheel shaft torque Tw_d and the rotational speed of the drive shaft.

  Thereafter, in S50, it is determined whether or not the first system 56 and the second system 59 of the generator 5 are normal. If the first system 56 and the second system 59 are normal (S50: YES), the second system base torque Ta_2b is calculated in S60, and the second system corrected power generation torque is further calculated in S70. Ta_2c is calculated. In S80, a current control duty command value Fduty is calculated, and this current control duty command value Fduty is output to the second system control circuit 62. Thus, the second system control circuit 62 controls the second system 59 of the generator 5 based on the current control duty command value Fduty.

  In S90, the first system power generation load torque Ta_1b is calculated. In S100, the power generation consumption torque Te_b is calculated. In S110, the combustion torque Te_i is calculated. In S120, the internal combustion engine 2 is controlled to generate the combustion torque Te_i calculated in S110, and the torque control process is temporarily terminated.

  In S50, if at least one of the first system 56 and the second system 59 is abnormal (S50: NO), it is determined in S130 whether the first system 56 is normal. If the first system 56 is normal (S130: YES), it is determined that the second system 59 is abnormal. In S140, failure information indicating that the second system 59 is defective is displayed. Output to the outside of the electronic control unit 1.

  In S150, the value of the second system base torque Ta_2b is set to 0, and in S160, the value of the second system corrected power generation torque Ta_2c is set to 0. Thereby, the power generation by the second system 59 is substantially stopped.

Next, in S170, first system power generation load torque Ta_1b is calculated, and the process proceeds to S100.
If the first system 56 is not normal at S130 (S130: NO), it is determined at S180 whether the second system 59 is normal. If the second system 59 is normal (S180: YES), it is determined that the first system 56 is abnormal. In S190, failure information indicating that the first system 56 is defective is displayed. Output to the outside of the electronic control unit 1.

  In S200, the value of the second system base torque Ta_2b is set to a preset maximum value Ta_2b_max, and in S210, the second system corrected power generation torque Ta_2c is calculated. In S220, a current control duty command value Fduty is calculated, and this current control duty command value Fduty is output to the second system control circuit 62. Thus, the second system control circuit 62 controls the second system 59 of the generator 5 based on the current control duty command value Fduty.

Next, in S230, the value of the first system power generation load torque Ta_1b is set to 0, and the process proceeds to S100.
If the second system 59 is not normal at S180 (S180: NO), it is determined that both the first system 56 and the second system 59 are abnormal, and at S240, the first system 56 and the second system 59 are abnormal. Fault information indicating that both of the two systems 59 are faulty is output to the outside of the electronic control unit 1.

In S250, the value of the second system base torque Ta_2b is set to 0, and in S260, the value of the second system corrected power generation torque Ta_2c is set to 0.
Next, in S270, the value of the first system power generation load torque Ta_1b is set to 0, and in S280, a retreat travel command for causing the instrument panel (not shown) to execute a display prompting the driver to retreat, for example. Is output to the outside of the electronic control unit 1, and the process proceeds to S100.

Next, a specific example of each torque change calculated by the electronic control unit 1 will be described with reference to FIG.
As shown in FIG. 8, the driver-requested wheel shaft torque Tw_d starts increasing from 0 at time t1, finishes increasing at time t2, maintains a constant value from time t2 to time t3, and decreases at time t3. It is assumed that it starts and becomes 0 again at time t4.

  When the driver-requested wheel shaft torque Tw_d changes as described above, the corrected wheel shaft torque Tw_c varies in value to control vibration before and after time t2 and before and after time t4 (indicated in the figure). (See P1, P2).

  Further, the second system corrected power generation torque Ta_2c is proportional to the corrected wheel shaft torque Tw_c as shown in the above equation (1), and therefore the value fluctuates before and after time t2 and before and after time t4 (instruction P3 in the figure). , P4).

  Further, since the second system base torque Ta_2b is a negative constant value, the added value of the second system base torque Ta_2b and the second system corrected power generation torque Ta_2c (see Ta_2b + Ta_2c in the figure) is also before and after the time t2. The value is changed before and after time t4 (see instructions P3 and P4 in the figure).

  Further, the first system power generation load torque Ta_1b starts to increase from a negative constant value at time t0 due to the increase in the rotational speed Ne accompanying the increase in the driver request wheel shaft torque Tw_d when the generation power request is constant. After the increase ends at time t3 and the rotational speed Ne becomes constant, the constant value is maintained.

  Since the second system base torque Ta_2b is a negative constant value as described above, the added value of the first system power generation load torque Ta_1b and the second system base torque Ta_2b (see Ta_1b + Ta_2b in the figure) The change similar to 1 system electric power generation load torque Ta_1b is shown.

  Moreover, since the power generation consumption torque Te_b is proportional to the addition value of the first system power generation load torque Ta_1b and the second system base torque Ta_2b as shown in the above equation (4), it shows a change similar to this addition value.

Further, as shown in the above equation (5), the torque Te_d is proportional to the driver request wheel shaft torque Tw_d, and therefore shows a change similar to the driver request wheel shaft torque Tw_d.
The combustion torque Te_i is an addition value of the torque Te_d and the absolute value of the power generation consumption torque Te_b. Therefore, the combustion torque Te_i starts increasing from a constant value at time t1, ends increasing at time t2, and starts decreasing at time t2. The combustion torque Te_i continues to decrease according to the amount of change in the power generation consumption torque Te_b until time t3, and then continues to decrease according to the amount of change in torque Te_d from time t3 to time t4.

  As described above, the first system 56 of the generator 5 has the field coil 91, and generates power by driving the field coil 91 with torque generated in the internal combustion engine 2 mounted on the vehicle 200. The second system 59 of the machine 5 has a field coil 92 and generates electric power by driving the field coil 92 with torque generated by the internal combustion engine 2. The first system generator torque calculator 75 of the electronic control unit 1 and the first system control circuit 61 of the generator 5 charge the battery 6 mounted on the vehicle 200 with the electric energy generated by the first system 56. Therefore, the current flowing through the field coil 91 is controlled, and the generator second system instruction signal generation unit 76 of the electronic control device 1 and the second system control circuit 62 of the generator 5 suppress the vibration of the vehicle 200. Therefore, the current flowing in the field coil 92 is controlled.

  In the electronic control device 1 and the generator 5 configured as described above, the first system 56 that generates power for charging the battery 6 mounted on the vehicle 200 and the first system that generates power for suppressing vibration of the vehicle. Two systems 59 are provided separately. Therefore, control for power supply stabilization (hereinafter referred to as power supply stabilization control) is executed on the first system 56, and control for suppressing vibration of the vehicle 200 (hereinafter referred to as vibration suppression control) is second. The system 59 can be executed. As a result, it is possible to suppress the occurrence of a situation where the power stabilization control affects the vibration suppression control or, conversely, the vibration suppression control affects the power stabilization control. Compatibility with vibration suppression control can be facilitated.

  Further, the torque consumed in the first system 56 has to be offset by the internal combustion engine 2 regardless of the driver's intention to operate. Therefore, the response frequency of the first system 56 needs to be set lower than the intake response frequency of the internal combustion engine 2. This is because fuel consumption and emission may be deteriorated if measures other than intake (ignition, injection, etc.) are used. On the other hand, since the vehicle vibration includes higher frequency components than the intake response that depends on the air inertia and air viscosity of the internal combustion engine 2, the second system 59 needs a higher frequency response than the first system 56. Further, the second system 59 needs to generate power following the fluctuation of vibration.

  For this reason, in the electronic control unit 1 and the generator 5, the power generation amount of the second system 59 and the response frequency of the load torque associated therewith are higher than the frequency of the vehicle vibration to be controlled, and the power generation of the first system 56. The response frequency of the electric power and the accompanying generated torque is lower than the generated frequency of the second system 59 and the accompanying generated torque.

  In the electronic control unit 1 and the generator 5, the inductance of the field coil 91 is larger than the inductance of the field coil 92. Thereby, compared with the case where the inductance of the field coil 91 is small, the exciting current required for generating the same electric energy is reduced, and the loss due to the resistance of the field coil 91 and the like is reduced. That is, the power generation efficiency of the first system 56 can be improved.

  The inductance of the field coil 91 is made larger than the inductance of the field coil 92 because the response frequency set in the first system 56 is lower than the response frequency set in the second system 59. Because it is necessary to satisfy.

  Further, the inductance of the field coil 92 is set to have a response frequency set in advance so that the electric energy generated by the second system 59 can be changed in response to the fluctuation of the vibration.

Thereby, the second system 59 can perform power generation following the fluctuation of the vibration, and can suppress the vibration of the vehicle 200.
The first system 56 and the second system 59 are connected in series. Thus, unlike the case where the first system 56 and the second system 59 are connected in parallel, there is no need to generate an electromotive force equivalent to that of the first system 56 in the second system 59. 59 excitation current can be reduced accordingly. For this reason, the power generation efficiency of the second system 59 can be improved as compared with the case where the first system 56 and the second system 59 are connected in parallel.

  Further, it is determined whether or not the first system 56 is abnormal (S50, S130, S180), and when the first system 56 is abnormal (S50: NO, S130: NO, S180: YES), the first The current flowing in the field coil 92 is controlled so that the electric energy generated in the second system 59 is larger than when the system 56 is not abnormal (S200).

  Thereby, even if it is a case where the battery 6 cannot be charged with the 1st system | strain 56, it becomes possible to charge the battery 6 with the 2nd system | strain 59, and the fall of the electrical storage amount of the battery 6 can be suppressed. For this reason, when the 1st system | strain 56 fails, the driver | operator of the vehicle 200 can earn time for making the vehicle 200 evacuate.

  Further, it is determined whether or not the second system 59 is abnormal (S50, S130), and when the second system 59 is abnormal (S50: NO, S130: YES), a current flows through the field coil 92. Control is performed so as not to occur (S150, S160). Thereby, the control for suppressing the vibration of the vehicle 200 is not executed. For this reason, it is possible to suppress the occurrence of a situation in which an abnormality occurs in the control for suppressing the vibration of the vehicle 200 due to the abnormality in the second system 59.

  In the embodiment described above, the electronic control device 1 and the generator 5 are the vehicle control device in the present invention, the field coil 91 is the first field coil in the present invention, and the first system 56 is the first power generation unit in the present invention. The field coil 92 is the second field coil in the present invention, the second system 59 is the second power generation unit in the present invention, the first system generator torque calculation unit 75 and the first system control circuit 61 are the first in the present invention. The power generation control means, the generator second system instruction signal generation unit 76 and the second system control circuit 62 are the second power generation control means in the present invention, and the processes of S50, S130 and S180 are the first failure determination means in the present invention, S50, The process of S130 is the second failure determination means in the present invention.

As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the said embodiment, As long as it belongs to the technical scope of this invention, a various form can be taken.
For example, in the above embodiment, the first system and the second system are connected in series. However, the first system and the second system may be connected in parallel.

  Specifically, as shown in FIG. 9, the generator 5 includes field coils 101 and 102, three-phase armature coils 103 and 104, three-phase full-wave rectifiers 105 and 106, and a first system control circuit. 107 and a second system control circuit 108.

First, the inductance of the field coil 101 is larger than the inductance of the field coil 102.
The three-phase full-wave rectifier 105 includes diodes D11, D12, D13, D14, D15, and D16. The cathodes of the diodes D11, D12, and D13 are connected to the positive electrode of the battery 6, and the anodes of the diodes D14, D15, and D16 are connected to the negative electrode of the battery 6. Further, the cathodes of the diodes D14, D15, and D16 are connected to the anodes of the diodes D11, D12, and D13, respectively.

  The three-phase full-wave rectifier 106 includes diodes D21, D22, D23, D24, D25, and D26. The cathodes of the diodes D21, D22, and D23 are connected to the positive electrode of the battery 6, and the anodes of the diodes D24, D25, and D26 are connected to the negative electrode of the battery 6. The cathodes of the diodes D24, D25, and D26 are connected to the anodes of the diodes D21, D22, and D23, respectively.

That is, the three-phase full-wave rectifier 105 and the three-phase full-wave rectifier 106 are connected in parallel to each other.
The three terminals of the three-phase armature coil 103 are connected to the anodes of the diodes D11, D12, and D13, respectively. The three terminals of the three-phase armature coil 104 are connected to the anodes of the diodes D21, D22, and D23, respectively.

Further, the field coil 101 is connected to the first system control circuit 107, and the field coil 102 is connected to the second system control circuit 108.
From the above, the first system 111 of the generator 5 and the second system 112 of the generator 5 are connected in parallel. As a result, even when the first system 111 is broken, the battery 6 can be charged independently by the second system 112.

  As shown in FIG. 10, the generator 5 includes field coils 121 and 122, a three-phase armature coil 123, a three-phase full-wave rectifier 124, a first system control circuit 125, and a second system control. A circuit 126 may be provided.

First, the inductance of the field coil 121 is larger than the inductance of the field coil 122.
The three-phase full-wave rectifier 124 includes diodes D31, D32, D33, D34, D35, and D36. The cathodes of the diodes D31, D32, and D33 are connected to the positive electrode of the battery 6, and the anodes of the diodes D34, D35, and D36 are connected to the negative electrode of the battery 6. The cathodes of the diodes D34, D35, and D36 are connected to the anodes of the diodes D31, D32, and D33, respectively.

The three terminals of the three-phase armature coil 123 are connected to the anodes of the diodes D31, D32, and D33, respectively.
Further, a field coil 121 is connected to the first system control circuit 125, and a field coil 122 is connected to the second system control circuit 126. And the generator 5 is comprised so that a mutual inductance may not be generated between the field coil 121 and the field coil 122 by structure or control. For example, the field coil 121 and the field coil 122 are arranged so as to be orthogonal to each other.

  Accordingly, the first system of the generator 5 drives the field coil 121 to generate electric energy in the three-phase armature coil 123, and the second system of the generator 5 drives the field coil 122. By doing so, electrical energy can be generated in the three-phase armature coil 123. For this reason, since one armature coil can be shared by two systems and the number of armature coils can be reduced, the manufacturing cost of the generator can be reduced by the decrease in the number of armature coils. .

  In the above embodiment, both the first system and the second system are integrated generators. However, two generators having the characteristics of the first system and the generators having the characteristics of the second system are shown. It is possible to obtain the same effect by installing the.

  In addition, when executing a known regenerative braking, the regenerative braking is executed in the first system of the generator 5 so that the braking correction by the regenerative braking and the vibration suppression correction by the second system of the generator 5 are performed. It is possible to achieve both.

  DESCRIPTION OF SYMBOLS 1 ... Electronic control apparatus, 2 ... Internal combustion engine, 5 ... Generator, 6 ... Battery, 56 ... 1st system, 59 ... 2nd system, 61,107,125 ... 1st system control circuit, 62,108,126 ... 2nd system control circuit, 75 ... 1st system generator torque calculating part, 76 ... Generator 2nd system instruction | indication signal production | generation part, 91, 92, 101, 102, 121, 122 ... Field coil

Claims (7)

First power generation having a first field coil (91, 101, 121) and generating power by driving the first field coil by torque generated in an internal combustion engine (2) mounted on a vehicle (200) Part (56, 111),
A second power generation unit (59, 112) that has a second field coil (92, 102, 122) and generates electric power by driving the second field coil by torque generated in the internal combustion engine;
First power generation control means (61, 75) for controlling a current flowing in the first field coil in order to charge a battery mounted on the vehicle with electric energy generated by the first power generation unit;
A second power generation control means (62, 76) for controlling a current flowing through the second field coil in order to suppress the vibration of the vehicle;
The power generation amount of the second power generation unit and the response frequency of the load torque associated therewith are higher than the frequency of vehicle vibration to be controlled, and the power generation power of the first power generation unit and the response frequency of the power generation torque associated therewith are: The vehicle control device characterized by being lower than the response frequency of the generated power of the second power generation unit and the generated torque associated therewith . The relationship between the response frequency set in the first power generation unit and the response frequency set in the second power generation unit is such that the inductance of the first field coil is larger than the inductance of the second field coil. The vehicle control device according to claim 1, wherein the vehicle control device is defined as follows. The vehicle control device according to claim 1 or 2, wherein the first power generation unit (56) and the second power generation unit (59) are connected in series. The vehicle control device according to claim 1 or 2, wherein the first power generation unit (111) and the second power generation unit (112) are connected in parallel. An armature coil (123),
The first power generation unit generates electric energy in the armature coil by driving the first field coil (121),
3. The vehicle control according to claim 1, wherein the second power generation unit generates electric energy in the armature coil by driving the second field coil (122). 4. apparatus. First failure determination means (S50, S130, S180) for determining whether or not the first power generation unit has failed,
The second power generation control means includes
When the first failure determination means determines that the first power generation unit has failed, the electrical energy generated in the second power generation unit is greater than when the first power generation unit has not failed. The vehicle control device according to any one of claims 1 to 5, wherein a current flowing through the second field coil is controlled. Second failure determination means (S50, S130) for determining whether or not the second power generation unit has failed,
The second power generation control means includes
The control is performed so that no current flows through the second field coil when the second failure determination unit determines that the second power generation unit has failed. The vehicle control device according to claim 1.

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